Truck Application and Installation Guide

LEBT5109-01

6-98

Caterpillar Truck Engines Application & Installation Guide

Table of Contents

Introduction .......................................................................................3 Trucks, Engines, and Applications...............................................4 Engine Selection ...............................................................................8 Performance and Operating Checks.........................................13 Air Intake System ...........................................................................17 Exhaust System ...............................................................................22 Fuel System.......................................................................................26 Lubrication System ........................................................................33 Cooling System ................................................................................39 Air-to-Air AfterCooling System ...................................................68 Starting Electrical System ...........................................................73 Governor and Controls..................................................................80 Support System ...............................................................................83 Alignment and Torsionals.............................................................88 Auxiliary Braking Devices ...........................................................90 Emissions Noise and Gaseous .....................................................98 Serviceability Guidelines ...........................................................101

INTRODUCTION
This booklet is a basic reference and guide for the correct application and installation of Caterpillar Engines in trucks and buses. Its primary purpose is to assist engineers and designers specializing in engine selection, application and installation. The Truck Engine Installation Drawings, Truck Electronic Application and Installation Guide, and Truck Engine Performance booklets complement this booklet.

ENGINE INSTALLATION AND TECHNICAL REVIEW

Caterpillar Engines are designed and built to provide superior value; however, achieving the end users value expectations depends greatly on the performance of the entire power train consisting of various components and systems, of which the engine is only one part, albeit a vital part. In order to validate the engine performance and better assure end user satisfaction, Caterpillar requires a mandatory technical review of OEM customers' initial engine installation as a prerequisite to the sale of engines on an outgoing basis. Additionally, a review is necessary whenever a change is made to the installation which might affect the engines overall performance. It is the OEMs responsibility to inform Caterpillar when such changes are made. This review is performed by the OEMs personnel at their facilities with qualified

Caterpillar technical personnel assisting on a free-of-charge basis. Particular attention is given to cooling, air intake and exhaust, fuel, electronic and electrical systems, mounting and mechanical drives, serviceability, and operator safety. A copy of Caterpillars installation review report is provided to the OEM. The review report documents the important features and details of the engine installation and indicates those characteristics judged satisfactory, unsatisfactory, and likely to lead to user dissatisfaction, or marginally satisfactory, depending on the extremes of the operating environment. The review report will recommend improvements to the installation as appropriate. Although Caterpillar exercises all reasonable effort to assure engines perform properly in the OEMs equipment, the responsibility for the engine installation is the OEMs, and Caterpillar assumes no responsibility for deficiencies in the installation. It is the installers responsibility to consider and avoid possibly hazardous conditions which could develop from the systems involved in the specific engine installation. The suggestions provided in this guide regarding avoidance of hazardous conditions apply to all applications and are necessarily of a general nature since only the installer is familiar with the details of his installation. The suggestions provided in this guide should be considered general examples only and are in no way intended to cover every possible hazard in every installation.

Trucks, Engines, and Applications

Types of Engines and Trucks ...........................................................5 Application Severity ..........................................................................5 Loaded Factor (Average Fuel Consumption)................................5 Engine Operation per Shift ............................................................6 Average Travel Speed ...................................................................6 Type of Operation ..........................................................................6 Miles Traveled per Shift .................................................................6 Annual Mileage ..............................................................................6 Gross Weight .................................................................................7 Average Gross Weight Load Factor..............................................7

TYPES OF ENGINES AND TRUCKS

Caterpillar Truck Engines are designed to meet the specific performance requirements of two general, but distinct types of truck applications. Depending on the severity of the application, they are medium-duty or heavy-duty engines. Other terms, many descriptive of the application or chassis, and regional in nature, are used to indicate the type of truck. To avoid the limitations and inconsistency of terms, only medium and heavy-duty terminology is used in this manual.

Load Factor (Average Fuel Consumption)

Average fuel consumption is a means of determining the average horsepower produced by the engine. To make average fuel consumption and horsepower meaningful in terms of how hard the engine is working, both are stated as load factor. Load factor is calculated with this formula:
average fuel rate (gal/hr) x 100 = Load Factor (in %) maximum fuel rate (gal/hr)

APPLICATION SEVERITY
Truck engines and trucks are designed for the severity of an application. Severity refers to how hard the engine and truck must work to get the job done or the performance demanded by the application. Severity can easily be determined by identifying eight application factors.

To illustrate the load factor formula, assume an engine is rated 210 hp. Dynamometer tests of specific fuel consumption show it will consume a maximum of 12 U.S. gallons of fuel per hour when operated continuously at 210 hp. This is the maximum fuel rate. The average fuel rate is the volume of the fuel consumed during a typical cycle of the application. This requires accurate measurement of fuel consumption for a complete operating cycle, including no load as well as maximum load. Continuing the example, the average fuel rate of the 210 hp engine is measured at 4 gallons per hour. The calculations look like this:
average fuel rate 4 gal/hr x 100 = x 100 = 33% Load Factor maximum fuel rate 12 gal/hr

Application Factors or Conditions

Factors Determining Application Severity: Average fuel consumption (% load factor) Engine operation per shift Average travel speed Type of operation Miles traveled per shift Annual mileage Gross vehicle weight Ratio of average GVW to maximum GVW

From this, the average horsepower developed is calculated by multiplying the 210 rated hp by the 33% load factor for 70 hp. This example indicates a light application. If the average fuel rate had been 10 gallons of fuel per hour, load factor would be 83% with an average of 174 hp, constituting a severe application.

Engine Operation per Shift (8-10 Hours)

Heavy-duty vehicles often operate 80-100% of an 8-10 hour shift. Because medium-duty vehicles may make frequent stops or are required to wait long periods to load or unload, the actual operating time per shift will be 50-90%. Modern fuel saving techniques dictate the engine be shut off if the idle time per stop is in excess of 5 minutes. Exceptions to the rule are for driver comfort in cold or warm climates, in construction work where the vehicles are called on to move a short distance frequently, or if power takeoff operation is required with the vehicle at rest.

Examples a and b are strictly stop-and-go service with low average travel speeds and low percent engine operation per shift. Gearing frequently is low for good acceleration and payloads vary due to deliveries and pickups. Often, the truck travels empty. Examples c and d have higher horsepower demands and load factors. The trucks are probably geared for higher speeds with minimal stops, resulting in higher average travel speeds. Unless there are offsetting factors, such as low GVW or frequent stops, these applications could be heavy-duty. Examples e and f are typical of heavy-duty applications and must be carefully examined to determine whether the high speed horsepower demands are sufficiently offset by low GVW, low percent engine operation per shift, or other conditions making the application suitable for a medium-duty engine.

Average Travel Speed

Average travel speed is calculated by the following equation.
Miles Traveled per Shift = Average Travel Speed Travel Time in Hours

Do not include idle time and engine shutoff time in travel time. High average travel speed indicates few stops were made and a high cruising speed. Together these can result in high horsepower demands and high load factors.

Miles Traveled per Shift (8-10 Hours)

Shift mileage is a good check on other aspects of an application. High cruising speeds, for example, and low mileage per shift seldom occur together.

Type of Operation
The following are examples of types of operation ordered from light medium-duty to severe heavy-duty conditions. a. Central city pickup and delivery. b. Suburban (intra-city) pickup and delivery. c. Two-lane highway under 55 mph speed limit (88 km/h). d. Two-lane highway 55 mph speed limit (88 km/h). e. Freeway or Interstate under 55 mph speed limit (88 km/h). f. Freeway or Interstate 55 mph or over speed limit (88 km/h).

Annual Mileage
High annual mileage (above 70,000 miles) is typical of heavy-duty trucks. They travel at uninterrupted high speeds between cities. There are exceptions, usually heavy-duty construction trucks, such as dump or transit mixer trucks. Medium-duty truck annual mileage generally is 12,000-60,000 miles (19,000-97,000 km). This is due to low average speeds and stopand-go operations; however, engine hours of operation are substantial. Medium-duty trucks have lower mileage life compared to heavy-duty trucks. High daily mileage could cause unacceptably short overhaul periods even though performance and economy otherwise are excellent.

Gross Weight
Gross weight must be limited in medium-duty applications to keep load or horsepower demand on the engine at an acceptable level. Depending on the type of truck, van, trailer, dump or transit mixer, the normal permissible gross weight ranges from 20,000 lbs. to legal limits. The permissible gross weight is inversely proportional to maximum travel speed. The higher the speed, the lower the permissible gross weight, and vice versa. There is no application restriction on the gross weight of medium-duty or heavy-duty engines other than legal weight. Minimum horsepower, to ensure the engine has enough horsepower to move the load at the desired speed, is sometimes a consideration.

The load factor is the percent of time a truck operates partially loaded. Medium-duty trucks make deliveries or pick up loads enroute and seldom operate at full load. Many travel empty one way. Heavy-duty trucks are usually loaded all of the time. Tankers and construction trucks are exceptions. A balance of performance and economy coupled with vehicle initial investment, trade cycle, and residual value influence selection of the appropriate engine rating. Consult individual engine specification sheets or catalogs for specific rating recommendations or limits.

Average Gross Weight Load Factor

Average gross weight load factor is calculated by the following equation.
Load Factor = Empty Truck Weight + Average Payload x 100 Empty Truck Weight + Maximum Payload

Engine Selection
General Procedure ...........................................................................9 Horsepower Requirements ..............................................................9 Measuring Truck Performance.........................................................9 Maximum Road Speed..................................................................9 Cruising Road Speed ....................................................................9 Gradeability (percent) ..................................................................10 Startability (percent).....................................................................10 Calculating Horsepower Requirements .........................................10 Drive Train Losses.......................................................................10 Air Resistance Horsepower.........................................................10 Rolling Resistance Horsepower ..................................................11 Grade Resistance Horsepower ...................................................11 Engine Selection and Powertrain Checklist ...................................11 Gross Horsepower .......................................................................11 Net Horsepower ...........................................................................11 Transmission Speed Ranges ......................................................11 Startability and Gradeability Requirements.................................11 Proper Engine Application ...........................................................11 Engine Ratings................................................................................11 Truck Performance Computer Program.........................................11 Market Area.....................................................................................11

GENERAL PROCEDURE
After identifying the application as instructed in Section A, determining the horsepower required will help in selecting the correct engine. The horsepower required by the application selection alone can dictate a heavy-duty engine. If it exceeds medium-duty engine ratings, a heavy-duty engine must be used. If the required horsepower falls within the medium-duty range, the application must be taken into account. First, verify that the rating being used is neither too large nor small for the application.

Road Conditions: These are not as important for on-highway applications. Most vehicles operate on first class highways or Interstates. For those trucks operating both on-off highway, or completely off-highway, road conditions are a very important consideration. Wind: A small increase over an already high speed greatly increases the horsepower needed to overcome wind resistance. Vertical side ribs on the body or van have higher wind resistance than do horizontal and smooth sided vans. An open load such as a car carrier can have from 50 to 100% more wind resistance than an enclosed van. Prevailing winds are usually considered insignificant, but their effect is the same as increasing the road speed. More horsepower is needed and travel speeds can be decreased by head winds. Altitude: Operating in higher altitudes can reduce performance because it limits air intake by the engine. Naturally aspirated engines lose about 3% of their gross horsepower for each 1000 feet rise above sea level. Caterpillar turbocharged engines can go higher in altitude before derating becomes necessary. For specific derations of Caterpillar Engines, check the Truck Engine Data Sheet.

HORSEPOWER REQUIREMENTS
Selecting an engine with enough, but not too much, horsepower to provide the performance specified by the customer involves looking at the entire powertrain. For brevity in the section, it is assumed that powertrain factors other than those affecting horsepower have been correctly matched to the engine.

MEASURING TRUCK PERFORMANCE

Regardless of how the horsepower for an application is determined, the determination must be made in terms of the following four measures of truck performance.

Cruising Road Speed (mph)

This is the speed (rpm) an engine is operating at while achieving good fuel economy. For Caterpillar Truck Engines, this rpm is between 10 to 20% below rated or governed rpm. In certain very fuel efficient specifications, this rpm could be as low as 40% of rated rpm. The balanced performance powertrain allows the engine to operate at least 10% below rated speed in direct drive or overdrive with the truck traveling at the desired or legal speed limit. Maximum road speed is reserved for passing and gaining momentum for climbing hills. Cruising speed horsepower requirements must be calculated while considering the factors affecting maximum road speed horsepower.

Maximum Road Speed (mph)

This is the maximum attainable road speed for the conditions under which the truck will operate. Road speed is often improperly assessed. A top speed may be demanded that is illegal or economically impractical from an application standpoint. If a certain speed cannot be produced from a powertrain, the engine is usually blamed for lack of power. When other factors such as less startability due to higher gear speed or wind resistance, the following factors must be considered in making this measure. Load may be the cause. The heavier the vehicle the less speed attainable for the same set of conditions and net engine horsepower.

Gradeability (percent)
This is the maximum grade the truck can negotiate at a given speed. Gradeability is easy to measure in a vehicle but difficult to select and apply. Under a given set of conditions one can easily determine just how steep a grade a vehicle can negotiate. It is of more interest, however, to know just how fast a truck can climb grades encountered over a specific route. This is important to the owner due to the effect of grades on trip times. Wind, depending upon the speed a grade is negotiated, can be a significant factor when considering gradeability.

CALCULATING HORSEPOWER REQUIREMENTS

A variety of means is available for calculating gross and net horsepower demand. When none of these are available, use the following formula to check horsepower requirements at any speed and grade. The horsepower required is the sum of the following components: Total drivetrain loss. Air resistance. Rolling resistance. Grade resistance. Horsepower required at the flywheel equals the sum of the following:

Startability (percent)
This is the ability to start the load moving from a dead stop, based on the most severe conditions under which the truck will operate. Startability of a truck is directly related to its total gearing ratios. Good startability and proper speed ratios dont just happen, they are the result of planning. Startability is affected greatly by conditions of load and grade. As the load becomes heavier and the grade steeper, the problem is magnified proportionally. Gradeability calculations are based on maximum torque while startability is a function of torque available in the low speed range of 800-1000 rpm. The minimum grade startability in first gear should be approximately 10% for general purpose linehaul vehicles and considerably greater for vehicles in on/off-highway service (15% minimum). Some applications may be adequate with a grade startability between 6% to 10% but should be reviewed. The absolute minimum for any vehicle should be 6%.

Drive Train Losses =

(1-Driveline Efficiency) x (hpA + hpRR + hpG) hpA = Air Resistance Horsepower hpRR = Rolling Resistance Horsepower hpG = Grade Resistance Horsepower There is a 3-5% loss in horsepower through every component of the drive train. Thus, if the vehicle has a main transmission, auxiliary transmission, and a single rear axle, the driveline efficiency is 0.88 (0.96 x 0.96 x 0.96).

Air Resistance Horsepower =

mph3 x 0.00172 x Frontal Area x Modifier 375 mph = miles per hour Frontal Area = Width in ft x (height in ft minus 0.75 ft) Modifier: If an aerodynamic improvement device or system is used on a typical freight van, the modifier is 0.60. If no device is used, the modifier is 1.0. As truck aerodynamics improve, the modifier may decrease to less than 0.60.

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Rolling Resistance Horsepower =

COR x GVW or GCW x mph 750,000 COR = Coefficient of rolling resistance in pounds horizontal force/ton of vehicle weight. For Example: On good concrete, bias ply tires have a rolling resistance of 17 lb/ton and radial tires 11 lb/ton. Low profile tires can result in even lower rolling resistance. GVW or GCW = Gross weight of the vehicle in pounds.

Proper Engine Application

Engine is proper for the application, heavy-duty or medium-duty.

ENGINE RATINGS
Performance curves for Caterpillar Truck Engines are contained in the Truck Engine Performance book. Similar performance curves appear on the specification sheets for each model. All Caterpillar Truck Engines are rated under these conditions. Without fan unless specified otherwise on the performance curve. Standard SAE J1995 conditions of 29.3 in. (99 kPa) Hg and 77F (25C). Fuel oil having a gross heat value of 18,390 Btu per pound (42,780 kJ/kg), weight of 7.001 lb/U.S. gal (838.9 g/L). Standard engine equipped with fuel, lubricating, water pumps, and air compressor. Both heavy-duty engines and medium-duty engines are rated without air cleaner, fan and alternator. Gross flywheel horsepower under the above conditions are within a nominal tolerance of 3%.

Grade Resistance Horsepower =

Grade x GVW or GCW x mph 37,500 Grade = Slope of road expressed as a percent.

ENGINE SELECTION AND POWER TRAIN CHECKLIST Gross Horsepower

Gross or rated horsepower is adequate for accessory load and required net flywheel horsepower requirements at maximum road speed under normal conditions.

Net Horsepower
Net flywheel horsepower is adequate at cruising speed under normal operating conditions. To check this, determine the horsepower available at approximately 10 to 20% below rated speed from the engine performance curves.

TRUCK PERFORMANCE COMPUTER PROGRAM

Caterpillar offers personal computer based software, Cat Truck Engine Pro for establishing the expected performance of a selected powertrain.

Transmission Speed Ranges

Transmission has sufficient speed ranges so that the engine rpm does not fall below peak torque rpm when shifting to the next higher range at speeds above 30 mph. At road speeds below 30 mph, the demand horsepower is usually so low that engine operation below peak rpm is acceptable.

MARKET AREA
Due primarily to the availability of different types of oil in the world the following chart shows where various configurations of the 3116/3126 engine should be marketed.

Startability and Gradeability

Startability and gradeability meet or exceed minimum requirement.

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3116/3126 Truck Engine Market Area (1)

Regulated Markets Africa, Middle East and Far East Y (3) Russia & CIS CD Oil or Poorer Y

Engine 3116 MUI EURO II Certified 2 MICR Fuel Filter Loose Top Land Piston 3116 HEUI/3126 EURO II Certified (5) 2 MICR Fuel Filter Tight Top Land Piston 3116 HEUI/3126B EPA Certified 2 MICR Fuel Filter Tight Top Land Piston Truck Requirements Primary Fuel Filter (4) Water Separator Notes

U.S. Canada Australia New Zealand N/A

Mexico N/A

South America (Requiring Euro Cert) Y

Europe Y

Markets with CF4/ CG4 Oil Y

N/A

N/A

(2)

N/A

(2)

N/A

(2)

N/A

Reqd Recom.

Reqd Reqd

Reqd Reqd

Reqd Reqd

Reqd Recom.

Reqd Reqd

Reqd Reqd

1) CF4/CG4 multiviscosity oil required for all engines as stated in the operation and maintenance manual. 2) Do not sell unless CF4/CG4 multiviscosity availability is assured. 3) 3,000 mile oil change period and additional oil sump capacity is required when using typical Russian oil. 28L required for 200 HP and below, 39L required for 250 HP. For other ratings contact the 3116/3126 product group. 4) Primary fuel filter specification; 200 gram minimum sediment capacity (SAE J905) with 150 or less micron rating. When applied in locations where particularly dirty fuel is expected to be encountered, consult the factory. 5) The total rotating inertia of the transmission and accessories must be verified by the OEM to be within the certified range. Euro certification is not available for direct drive fans.

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Performance and Operating Checks

General ...........................................................................................14 Initial Start-up Checklist..................................................................14 Before Starting Engine ................................................................14 General Inspection Engine Coolant Level Crankcase Oil Level Depress Clutch After Starting Engine....................................................................14 General Inspection Engine Oil Pressure Engine Coolant Level Leaks Unusual Sounds Accelerate Engine Slowly Acceptance Test General Operating Procedures ......................................................15 Break-in Period Continuous at Rated Speed Lugging the Engine Disassembly and Assembly

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GENERAL
This chapter is designed to answer basic questions about initial start-up in the factory to operating techniques on the road. It supplements the operating instructions and troubleshooting guides and performance check lists in the Caterpillar Truck Engine Operation and Maintenance Management and Service Manuals. If more data of this type is needed, it can be found in these publications. They can be ordered from your local authorized Caterpillar Dealer.

will be above the full mark when the engine is stopped. Refer to the Truck Engine Data Sheet for the correct type, grade and weight of oil. Depress Clutch Depress the clutch to remove transmission load from the starter motor.

After Starting Engine:

General Inspection After the engine has been started, check the following points while the engine idles and warms up. Engine Oil Pressure Stop engine immediately if no pressure is indicated and determine cause before restarting. See Truck Engine Data Sheet for minimum oil pressures. Engine Coolant Level Check coolant level. Refill to proper level if low. (Be sure to first release cooling system pressure.) Leaks Check for oil and water leaks. Unusual Sounds Listen for abnormal sounds or unusual noise. Accelerate Engine Slowly Slowly accelerate engine to high idle. Continue to check for leaks, vibration, excessive noise, etc. Check throttle linkage for proper adjustment. Broken link must deflect at the high idle position on mechanically governed engines. Acceptance Test Make needed adjustments and run your required acceptance tests. If dynamometer testing is required, thoroughly warm up the engine by running at part load and speed for about 15 minutes. Observe coolant temperature while under load.

INITIAL START-UP CHECKLIST

Before starting an engine for the first time, check these items in sequence. Be sure the first three are checked by the person actuating the starter switch. Its the only way to avoid finding out too late that someone overlooked the following critical points.

Before Starting the Engine:

General Inspection Visually check entire installation. Carefully check for loose oil and water lines, fittings and loose belts. Engine Coolant Level If radiator was filled sometime before startup, recheck in case the radiator was only partially filled. Caterpillar Engines will fill, but the radiator and piping added to the system may have a tendency to give a false fill. It, therefore, is recommended that the radiator always be checked after the initial fill (and every fill thereafter) to make sure the radiator and engine are full of coolant. Crankcase Oil Level Check both sides of the dipstick, as some have markings on both sides. One side is for checking the level with the engine stopped; the other side is for checking the level when the engine is running. If the marking is for checking oil level when running, the oil level

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GENERAL OPERATING PROCEDURES

Comprehensive operating instructions are contained in the Operation and Maintenance Management Manual provided with every engine. After reading the instructions, owners often ask, "Is this really important?" The most frequent questions of this type are answered below.

approximately 20% to 40% below rated speed, for maximum fuel economy. Caterpillar engines can operate continuously at full rated speed. Lower fuel economy (higher fuel consumption) is the penalty.

Lugging the Engine

Caterpillar truck engines have good lugging characteristics with maximum torque occurring at 50-70% of rated speed. Turbocharged engines can be lugged down to peak torque before down shifting. Running continuously at peak torque rpm at full load will not damage turbocharged Caterpillar engines.

Break-in Period
Every Caterpillar engine must pass a full load operation test on a dynamometer before shipment, eliminating the need for a break-in period. Only an initial operational check is necessary. Its purpose is to insure the engine has been assembled properly, determining if proper pressures and temperatures are maintained, correct any leaks, and perform necessary adjustments, such as throttle linkage.

Disassembly and Assembly

During the course of an installation, some external bolt and part probably will be adjusted, loosened, or removed. The question then is how tight should the bolt(s) be. On Caterpillar engines this problem is simplified by using only Grade 8 bolts. Tighten Caterpillar supplied bolts to the values given in Figure 1.

Continuous at Rated Speed

Will operating continuously at rated speed damage the engine? This question is a result of the recommendation to operate (cruise)

Metric Nuts and Bolts

Thread Size Standard Torque Nm M6 M8 M10 M12 M14 M16 M20 M24 M30 M36 12 3 28 7 55 10 100 20 160 30 240 40 460 60 800 100 1600 200 2700 300 lb ft 92 20 5 40 7 75 15 120 22 175 30 340 45 600 75 1200 150 2000 225 M6 M8 M10 M12 M16 M20 M24 M30 M36

Metric Taperlock Studs

Thread Size Standard Torque Nm 83 17 5 35 5 65 10 110 20 170 30 400 60 750 80 1200 150 lb ft 62 13 4 26 4 48 7 80 15 125 22 300 45 550 60 890 110

Figure 1

15

Figure 1 (continued)

Exceptions to these torques are given in the Service Manual where needed. Note: Prior to installation of any hardware, be sure components are in near new condition. Bolt and threads must not be worn or damaged. Hardware must be free of rust and corrosion. Clean hardware with a non-corrosive cleaner and apply engine oil to threads and bearing face. If thread lock or other compounds are to be applied, do not apply engine oil.

Inch Nuts and Bolts

Thread Size Standard Torque Nm
1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8

lb ft 92 18 4.5 35 7 50 11 75 15 120 20 160 30 275 35 460 60 660 75 950 100 1325 150 1800 225 2300 250

12 3 25 6 47 9 70 15 105 20 160 30 215 40 370 50 620 80 900 100 1300 150 1800 200 2400 300 3100 350

Standard Torque for Inch Fasteners

Exceptions to these torques are given in the Service Manual where needed. When a bolt secures an internal part, or is on a rotating part, it could require a special torque. Whenever this situation arises, always check the engines service manual or consult with Caterpillar Engineering for recommended tightening torque. When adding brackets to an engine, be sure to use bolts of the correct length. Existing bolts could be too short and may not have enough threads to hold the part securely. A bolt which is too long may bottom before the seat is tight against the part. The threads in the assembly can also be damaged when a long bolt is used. It is not recommended to remove bolts from a gasketed joint for clipping or adding brackets. Installation (or removal) of an engine should be accomplished by using a lifting beam or spreader bar. All supports (chains and cables) should be parallel to each other and as nearly perpendicular as possible to the top of the engine as shown in Figure 2.

1 11/8 11/4 13/8 11/2

Inch Taperlock Studs

Thread Size Standard Torque Nm
1/4 5/16 3/8 7/16 1/2 5/8 3/4 7/8

lb ft 62 13 4 26 4 33 7 48 7 80 15 125 22 190 30 300 45 390 45 550 60 700 92 890 110

83 17 5 35 5 45 10 65 10 110 20 170 30 260 40 400 60 525 60 750 80 950 125 1200 150

1 11/8 11/4 13/8 11/2

Standard Torque for Metric Fasteners

Note: Take care to avoid mixing metric and inch dimensioned fasteners. Mismatched or incorrect fasteners can result in vehicle damage or malfunction, or possible injury.
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Figure 2

Air Intake System

General Requirements ...................................................................18 Air Cleaner ......................................................................................18 Service Life ..................................................................................18 Air Flow Restriction Service Indicator Air Cleaner Efficiency ..................................................................19 Performance Test Dust Particle Size Effects Two-stage Air Cleaners Oil Bath Air Cleaner System ............................................................................................20 Intake............................................................................................20 System Design.............................................................................20 Routing Diameter Flexibility Pipe Ends and Hose Connections Breakaway Joints Piping Support Straight Section Before Turbocharger

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GENERAL REQUIREMENTS
The function of the air intake system is to furnish an adequate supply of clean, dry, low temperature air to the engine. Failing this, increased maintenance costs and/or performance problems are certain to result. The following recommendations must be observed in order to obtain a satisfactory installation: Every installation must include an efficient provision for removing dirt particles from the intake air. The air inlet location and piping routing must be chosen to best obtain cool air. All joints should be air tight and all pipes properly supported. The air inlet must be designed to minimize the ingestion of water from rain storms, road splash, or the vehicle washing process. The system maximum air restriction can effect engine emissions and must not be exceeded. For specific engine limits see the Truck Engine Data Sheet. If breakaway pipe joints are used, they must be located upstream of the air cleaner.

Service Life
The air cleaner must be sized so that initial restriction is low enough to give acceptable life within the maximum allowable restriction of the air inlet system. Air Flow Refer to the Truck Engine Data Sheet. The value given as combustion air flow is for full load Bhp at SAE conditions. Restriction Pressure drop across a typical air cleaner will be 6.0 in. H2O when clean. The piping system might typically add another 3.0 in. H2O pressure drop. For maximum permissible air restriction for a dirty air cleaner element refer to the Truck Engine Data Sheet. To provide for satisfactory engine performance and adequate filter element service life, the element should be sized as large as practical. The 9.0 in. H2O initial pressure drop is an important measure of the expected element service life. Generally, the maximum initial (clean dry) restriction recommendation is 15 in. H2O. See the Truck Engine Data Sheet for specific engine limits. Service Indicator Vacuum sensing devices designed to indicate the need for air cleaner servicing are commercially available and when added to the air intake system, serve a vital function. One of the following types is recommended for use: The trip lock device which indicates that the air cleaner condition is either satisfactory or when in need of service; it has has a red display. The device is preset to indicate when filter service is needed. The latching type device that always latches at graduated levels of inlet restriction. The device measures restriction in inches of water vacuum and signals not only when engine is on but when the engine is shut down, so operator can check filter condition at any time.

AIR CLEANER
Dirt is the basic source of engine wear. Most dirt enters the engine via the inlet air. Cylinder walls or liners, pistons, piston rings, valves, valve guides and, in fact, any engine moving part is subjected to accelerated wear when undue amounts of dirt are contained in the inlet air. Therefore, careful air cleaner selection is vital to a good engine installation. Dry-type air cleaners are recommended for Caterpillar Truck Engines. The following information will be of help when designing an air cleaner system for Caterpillar Engines.

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 The third type is the direct reading gauge (usually in the cab) that indicates inches of water vacuum, when the engine is in operation. One of the above service indicators should be connected in the air piping from the air cleaner to the turbocharger, near the turbocharger. If the indicator is mounted on the air cleaner, the setting should be adjusted to indicate need for service before the point of maximum system restriction is reached (since additional piping restriction is encountered downstream of the air cleaner).

Choose filters supplied by manufacturers that can best provide quality control. Filters should be designed to be resistant to damage at initial assembly or during cleaning. End seal and filter media both are subject to damage which can result in dust leakage into the engine. Dirt can be built into the piping at initial assembly, enter the system during the filter change or be sucked into leaks in the piping system. Two-Stage Air Cleaners For conditions in which dust concentrations are higher or increased service life is desired, air cleaners are available with a precleaning stage. This precleaner imparts a swirl to the air, centrifuging out a major percentage of the dirt particles which may be collected in a reservoir or exhausted out on either a continuous or an intermittent basis. Oil Bath Air Cleaner Oil bath air cleaners, while sometimes required to meet customer specifications, are not recommended by Caterpillar. At best their efficiency is 95% as compared to 99.5% for dry-type filters. In addition to being less efficient, their relative ease of service and insensitivity to water advantages are easily outweighed by disadvantages, such as: Low ambient temperatures, low oil level, low air flow (such as when truck is at low idle) and truck tilt angle lessens efficiency further. Oil carry over, whether resulting from overfilling or increased air flow, can seriously affect turbocharger and engine life.

Air Cleaner Efficiency

The air cleaner selection should be based upon the following efficiency considerations: Performance Test A satisfactory air cleaner must meet the requirements of the SAE Air Cleaner Test Code J726, Section 3. The filter must have 99.5% efficiency minimum as calculated by this test code with additions and exceptions as follows: Air flow corrected to ft3/min. at 29.61 in. Hg (100 kPa) pressure and 77F (25C). Use sonic dust feeder. Use Powder Technology Inc. (PTI) fine dust. Filter to be dried and weighed in an oven at 2255F (1072C) before and after test. 99.5% filtration of the PTI fine dust has been determined to be a practical combination of the kind of dirt likely encountered in over-theroad service at an air cleaner efficiency expected to give optimum engine wear life. Dust Particle Size Effects The above test procedure will have established sufficient control on the filter media particle size filtering ability of the tested air cleaner. Variables needing further control include:

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SYSTEM
The dry-type filter efficiency is not affected by angle of orientation on the vehicle. Special care should be taken, though, in arranging the filter housing and the piping, to insure that dirt retained in the filter housing is not inadvertently dumped into the engine air supply by service personnel during the air cleaner service operation. A vertically mounted air cleaner with bottom mounted engine supply pipe would be particularly vulnerable to this occurrence. For applications involving off-highway operation or extremely dusty conditions, a filter design incorporating a secondary or safety element which remains undisturbed during many change periods should be used. Its higher initial cost is offset by its contribution to longer engine life.

Underhood air cleaners make this more difficult to achieve but higher temperatures can affect engine performance, as shown in Figure 3.

Intake
The air inlet should be shielded against direct entrance of rain or snow. The most common practice is to provide a cap or inlet hood which incorporates a coarse screen to keep out large objects. This cap should be designed to keep air flow restriction to a minimum. Some users have designed a front air intake which gives a direct air inlet and an internal means of achieving water separation. Precleaners and prescreeners incorporated into the intake cap design are also available. They can be used where special conditions prevail or to increase the air cleaner service life. These devices can remove 70-80% of the dirt. The prescreener is designed to protect the inlet system when trash is encountered.
Figure 3

Higher air temperature can also affect turbocharger compressor wheel life, particularly at the high turbocharger speeds seen at altitude. The higher temperatures can give lower intake manifold pressures which results in increased fuel consumption and slower response to a load change. Every 1 rise in temperature to the turbocharger passes through the turbocharger as a 1 rise in temperature to the charge air cooler. Only 80-88% of this rise is removed by the CAC, the remainder increases the intake manifold temperature. This rise makes the CAC sizing more difficult. (See Air-to-Air AfterCooling Systems.) Diameter Piping diameter should be equal to or larger than the air cleaner inlet and outlet and the engine air inlet. A rough guide for pipe size selection would be to keep maximum air velocity in the piping in the 2000-3000 fpm range.

System Design
Routing In addition to locating the inlet so that coolest possible air is used and engine exhaust gas is not ingested, it is best to locate the piping away from the vicinity of the exhaust piping when possible to do so. The maximum recommended air temperature rise is 20F between ambient and the engine inlet (usually compressor inlet). (Example: 130F maximum at 110F ambient temperature).

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Flexibility To allow for minor misalignment due to manufacturing tolerances, engine to cab relative movement and to isolate vibrations, segments of the piping should consist of flexible rubber fittings. These are designed for use on diesel engine air intake systems and are commercially available. These fittings include hose connectors and reducers, rubber elbows and a variety of special shapes. Wire reinforced flexible hose should not be used. Most material available is susceptible to damage from abrasion and abuse and is very difficult to seal effectively at the clamping points unless special ends are provided on the hose. Pipe Ends and Hose Connections Beaded pipe ends at hose joints are recommended. Sealing surfaces should be round, smooth and free of burrs or sharp edges that could cut the hose. The tubing should have sufficient strength to withstand the hose clamping forces. Avoid the use of plastic tubing since it can lose much of its physical properties when subjected to engine compartment temperatures of up to 300F. Either T bolt type or SAE type F hose clamps providing a 360 seal should be used. They should be top quality clamps.

Breakaway Joints Breakaway joints may, if carefully designed, be used upstream of the air cleaner but never between the air cleaner and engine. When breakaway joints are required, choose a joint designed for lifetime sealing under the most severe conditions and needing little or no maintenance. Piping Support Bracing and supports are required for the piping. The turbocharger inlet piping must be supported when its weight exceeds 20 lb-ft (27 Nm). Unsupported weight on clamp-type joints should not exceed 3 lb (1.5 kg). Straight Section Before Turbocharger When possible, the piping to the turbocharger inlet should be designed to insure that air is flowing in a straight uniform direction into the turbocharger compressor. A straight section of at least 2 or 3 times pipe diameter is recommended.

21

Exhaust System
General Requirements ...................................................................23 Muffler Selection .............................................................................23 Exhaust Backpressure Exhaust Backpressure Calculations Piping ..............................................................................................24 Flexible Joints ..............................................................................25 Water............................................................................................25 Rain Cap Outlet Bend Drain Holes Converter/Mufflers ..........................................................................25 Auxiliary Exhaust Brakes................................................................25 Exhaust Pyrometers .......................................................................25

22

GENERAL REQUIREMENTS
In order for an engine to produce its rated horsepower, attention should be given to exhaust gas flow restriction. Stringent legislation requirements on vehicle noise limits may require more restrictive exhaust systems. When checked by Caterpillars recommended method, the exhaust backpressure must not exceed the limit given on the Truck Engine Data Sheet. The exhaust piping must allow for movement and thermal expansion so that undue stresses are not imposed on the turbocharger structure or exhaust manifold. Never allow the turbocharger to support more than 20 lb-ft (27 Nm).

Exhaust stack temperatures increase about 1.5F for every 1 in. of water backpressure. The following examples show engine performance changes from a muffler rated at 25 in. of water at rated engine speed and load to one at 40 in. of water at rated speed and load: Engine 1 2100 rpm 325 hp 1.3 hp decrease 0.4% fuel consumption increase 1500 rpm 330 hp 1.6 hp decrease 0.5% fuel consumption increase Engine 2 2100 rpm 425 hp 5.0 hp decrease 1.2% fuel consumption increase 1500 rpm 390 hp 2.1 hp decrease 0.5% fuel consumption increase Engine 3 1800 rpm 310 hp 3.6 hp decrease 1.1% fuel consumption increase 1500 rpm 295 hp 2.0 hp decrease 0.6% fuel consumption increase Engine 4 2600 rpm 250 hp 1.0 hp decrease 0.4% fuel consumption increase 1500 rpm 185 hp 0.3 hp decrease 0.2% fuel consumption increase As a general rule of thumb, muffler manufacturers indicate that fuel economy of the truck decreases an average of 0.5% per 13.5 in. of water increase in backpressure.

MUFFLER SELECTION
The muffler or silencer is generally the single element making the largest contribution to exhaust backpressure. The factors that govern the selection of a silencer include: available space, cost, sound attenuation required, allowable backpressure, exhaust flow, and appearance. Silencer design is a highly specialized art. The silencer manufacturer must be given responsibility for the details of construction. For exhaust gas flow and temperatures, see the Truck Engine Data Sheet.

Exhaust Backpressure
Backpressure has an effect on the response of an engine to load changes, exhaust temperatures, and fuel consumption. Exhaust systems should be designed for about 25 in. of water to provide the best compromise between noise and backpressure. Sometimes the vehicle requirements may cause the designer to exceed 25 in. of water. Caterpillar Engines are certified for smoke and gaseous emissions under Federal, California and other agency regulations with backpressure up to the values listed in the Truck Engine Data Sheets.

23

Exhaust Backpressure Calculations

Sharp bends in the exhaust system will increase exhaust backpressure significantly. The pipe adapter diameter at the turbocharger outlet is sized for an average installation. This size decision assumes a minimum of short radius bends. If a number of sharp bends are required, it may be necessary to increase the exhaust pipe diameter. Since restriction varies inversely with the fifth power of the pipe diameter, a small increase in pipe size can cause an appreciable reduction in exhaust pressure. Since silencer restriction is related to inlet gas velocity, in most cases a reduction in muffler restriction for a given degree of sound attenuation will require a larger silencer with larger pipe connections. It is essential that the system does not impose more than the allowable maximum backpressure. The maximum backpressure can not be exceeded in certifying each engine model for conformity to exhaust smoke and exhaust gas emissions under Federal, California and other agency regulations. To avoid this problem, exhaust system backpressure should be calculated before finalizing the design. Estimation of the piping backpressure can be done with this formula: P= 0.22LQ2 D5 (460 +T)

Nominal Pipe Dia. 3.0 3.5 4.0 5.0 6.0

Actual ID 2.88 3.38 3.88 4.88 5.88

D5 198. 441. 879. 2768. 7029.

To determine values of straight pipe equivalent length for smooth elbows use: Standard 90 elbow = 33 x pipe diameter Long sweep 90 elbow = 20 x pipe diameter Standard 45 elbow = 15 x pipe diameter To determine values of straight pipe equivalent length for flexible tubing use: L = Lf x 2 Exhaust backpressure is measured as the engine is operating under rated conditions. Either a water manometer or a gauge measuring inches of water can be used. If not equipped, install a pressure tap on a straight length of exhaust pipe. This tap should be located as close as possible to the turbocharger or exhaust manifold on a naturally aspirated engine, but at least 12 in. downstream of a bend. If an uninterrupted straight length of at least 18 in. is not available (12 in. preceding and 6 in. following the tap), take care to locate the probe as close as possible to the neutral axis of the exhaust gas flow. For example, a measurement taken on the outside of a 90 bend at the pipe surface will be higher than a similar measurement taken on the inside of the pipe bend. The pressure tap can be made by using a 1/8 NPT half coupling welded or brazed to the desired location on the exhaust pipe. After the coupling is attached, drill a .12 in. diameter hole through the exhaust pipe wall. If possible, remove burrs on the inside of the pipe so that the gas flow is not disturbed. The gauge or gauge hose can then be attached to the half coupling.

Where: P = Pressure drop (backpressure) measured in inches of water. L = Total equivalent length of pipe in feet. Q = Exhaust gas flow in cubic feet per minute at rated conditions. D = Inside diameter of pipe in inches. T = Exhaust temperature in F. Values of D5 for common pipe sizes are given above, top right:

PIPING
When routing the exhaust system, consider each of the following factors:
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Flexible Joints
Flexible joints are needed to isolate engine movement and vibration and to offset piping expansion and contraction. From its cold state, a steel pipe will expand .0076 in. per ft per 100F temperature rise. For example, the expansion of 10 ft of pipe with a temperature rise of 50F to 850F is .61 in. If not accounted for, the piping movement can exert undue stress on the turbocharger structure and the pipe supports. The maximum allowable load that the turbocharger is permitted to support is 20 lb-ft (27 Nm). This usually requires that a support be located within four feet of the turbocharger, with a flexible connection located between the turbocharger and the support. Manifolds for naturally aspirated engines can support up to 50 lb. Flexible joints should be located in a longitudinal run of pipe rather than on a transverse section. This allows flexibility for engine side motion.

the vehicle. However, local laws should be considered since silencing effectiveness may be altered. Drain Holes Drain holes near a low point in the piping are used. Holes smaller than 1/8 in. have a tendency to become plugged, and unfortunately holes of that size or larger are likely to be a source of noise and focus for corrosion. Consider installing a small drained expansion chamber in the piping.

CONVERTER/MUFFLERS
Although a catalytic converter has been required on some in engines in past years, a catalytic converter is not required on any truck engines for certification in 1998.

AUXILIARY EXHAUST BRAKES

Caterpillar concurs with the use of auxiliary exhaust braking devices on the 3406, 3116, 3126, 3126B and 3208 T Engines, with limits as outlined in Section IVII Auxiliary Braking Devices.

Water
Water must not be permitted to enter the engine through the exhaust piping. A low horizontal exhaust pipe mounting is sometimes used, but it is difficult to find a place under the chassis where the exhaust gas can be discharged without adversely affecting some aspect of vehicle design. The tailpipe should be tipped to the side and inboard to avoid noise bounce off the road and excessive heat on the tires. A vertical silencer mounting is more common. The exhaust outlet should be located so that fumes do not enter the air cleaner or the cab under any operating condition of the vehicle. Water protection for vertical systems can involve these items: Rain Cap Outlet Bend A bend at the outlet is quite common. If it is the sole method of excluding moisture, the bend should be a full 90 degrees, and the exhaust outlet directed towards the rear of

EXHAUST PYROMETERS
While not offered by Caterpillar, an exhaust pipe thermocouple and related instrument panel mounted pyrometer is sometimes installed by the truck owner. Take care in mounting the thermocouple to not increase the exhaust backpressure.

25

Fuel System
Fuel .................................................................................................27 General Requirements ...................................................................29 Inlet to Engine Restriction Return from Engine Restriction Fuel Line Compatibility Fuel Temperature Fuel Tank Design............................................................................29 Fuel Piping ......................................................................................30 Restriction Inlet to Engine...............................................................30 Primary Fuel Filters.........................................................................30 Fuel Pump Pressure.......................................................................30 Fuel Line Size .................................................................................31 Fuel Heaters ...................................................................................31 Fuel Coolers....................................................................................32 General Requirements Design Criteria

26

The fuel system supplied on Caterpillar Truck Engines is complete, and for most operating conditions only the connecting supply and return lines are needed to make it operational.

FUEL Specifications
Distillate Diesel Fuel Diesel fuels that meet the specifications in the chart below will provide rated engine performance and full component service life. In North America, diesel fuel identified as No. 1-D and No. 2-D in ASTM D975 generally meet these specifications. This chart is for diesel fuels that are distilled from crude oil. Diesel fuels from other sources could exhibit detrimental properties that are not defined or controlled by this specification. There are many other diesel fuel specifications published by governments and technical societies. Those diesel fuel specifications usually do not contain all of the parameters addressed by Caterpillar in this specification. To assure optimum engine performance, a complete fuel analysis should be obtained prior to engine operation. The fuel analysis should include all of the properties listed in the Distillate Fuel Recommendations chart. If a particular fuel does not meet the minimum Caterpillar requirements, the engine could exhibit excessive fuel system wear, fuel system failure, or excessive engine wear caused by deposits or corrosion.

0.05 Percent Sulfur Diesel Fuel In the U.S.A., 0.05 percent sulfur diesel fuel has been used in all on-highway diesel truck engines since January 1, 1994. This low sulfur fuel was mandated as a means of directly reducing particulate emissions from diesel truck engines. This low sulfur fuel will also be used in Caterpillar on-highway diesel truck engines where low emissions are required and where supply sources provide this type of fuel. Caterpillar has not seen any detrimental effects with 0.05 percent sulfur fuel in Caterpillar on-highway diesel truck engines. NOTICE Heavy Fuel Oil (HFO), Residual fuels, or Blended fuels must NOT be used in Caterpillar on-highway diesel truck engines. Severe component wear and component failures will result if HFO type fuels are used.

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Caterpillar Specifications for Distillate Fuel

Specifications (ASTM Test Procedure) Aromatics D1319 Ash D482 Carbon Residue on 10 percent Bottoms D524 Cetane Number D613 Cloud Point Copper Strip Corrosion D130 Distillation D86 Flash Point D93 API Gravity D287 Pour Point D97 Sulfur D3605 or D1552
1

Requirement 35 percent maximum 0.02 percent maximum 1.05 percent weight maximum 35 minimum (for PC engines) 40 minimum (for DI engines) Maximum not above lowest expected ambient temperature No. 3 maximum 10 percent at 282C (540F) maximum 90 percent at 360C (680F) maximum legal limit 30 minimum/45 maximum 6C (10F) minimum below ambient temperature 3 percent maximum1 1.4 cSt minimum 20.0 cSt maximum 0.1 percent maximum 0.1 percent maximum 0.05 percent maximum 10 mg/100 ml (5.8 grains/U.S. gal.) maximum 3100 g. minimum 0.45 mm maximum at 60C (140F) or 0.38 mm maximum at 25C (77F)

Kinematic Viscosity at 40C (104F) D4452 for additional information Water and Sediment D1796 Water Sediment D473 Gums and Resins D381 Lubricity by Scuffing Load Wear Test (SBOCLE) or High Frequency Reciprocating Rig (HFRR)3

Caterpillar fuel systems and engine components can operate on high sulfur fuels. However, fuel sulfur levels effect exhaust particulate emissions. High sulfur fuels increase the potential for internal component corrosion. Fuel sulfur levels above 1.0 percent may significantly shorten the oil change interval. Refer to the TBN and Fuel Sulfur topic in the lubricants section for additional information. The viscosity limits are for the fuel as delivered to the fuel injection pump. If low viscosity fuels such as JP-8, JP-5, Jet-A-1 or No. 1 diesel fuel are used, fuel cooling may be required to maintain a viscosity of 1.4 cSt at the fuel injection pump. Conversely, when using high viscosity fuels or when operating in low temperature conditions, fuel heaters may be required to reduce viscosity to 20 cSt. Refer to Special Publication, SEBD0717, Diesel Fuel and Your Engine. The lubricity of a fuel is a recent concern with the spread of low sulfur fuel. If the lubricity of a fuel does not meet the minimum requirements, consult your fuels supplier. Do not treat the fuel without consulting with the fuel supplier as some additives are not compatible and can cause problems in the fuel system.

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GENERAL REQUIREMENTS
Requirements to be observed to obtain a satisfactory installation are as follows:

FUEL TANK DESIGN

Either steel or aluminum is satisfactory as a fuel tank material. Terneplate, phosphate, or plastic coatings are frequently used and recommended for steel fuel tanks. Fuel tanks should conform to requirements as designated by the Federal Interstate Commerce Commission and the Department of Transportation. The end of the fuel pump suction line should be located above the bottom of the tank to allow up to 5% of the volume for water and sediment. Provide a drain valve to drain off the collected water or sediment. The fuel return line connection should be located so that return fuel and air is not drawn in by the fuel supply tube. Separating the return and suction points by at least 12 in. in the horizontal plane is usually satisfactory. Baffling between these two connections is another way to increase the effective horizontal distance between these two points. For a vertical relationship, it is recommended that the return outlet be above the maximum operating level of the fuel so that entrained air is vented. In addition to supply and return connections, the tank must be vented to allow for replacement of fuel with air, as fuel is delivered to the engine. The vent should be designed to minimize the ingestion of dust and dirt. This vent is subject to Federal legislation which should be consulted for design guidance. Dual tank installations require an equalizer line. Equalizer line flow will be minimized if the fuel supply and the fuel return lines are connected to the same tank. Design of the filler neck and cap should consider these items: Neck should extend above the tank to minimize inclusion of dirt and debris during filling. Use a removable screen of about .06 in. mesh to catch trash while filling.

Inlet to Engine Restriction

The flow restriction at the engine inlet must not exceed the value given on the Truck Engine Data Sheet for a particular engine. This restriction is based upon a fuel tank half full of fuel. Total flow restriction limit includes any additional filtering devices added to the standard Caterpillar engine.

Return from Engine Restriction

All Caterpillar Truck Engines return fuel from the engine to the fuel tank(s). The purpose of this return fuel is to cool the injectors and purge air from the system. Some OEMs offer optional shutoff valves in the supply and return lines. There have been reported cases where both return valves (dual supply, dual return system) have been shut off. Blockage of the return fuel has resulted in performance problems and damage to the fuel system. Therefore, valves must not be installed in the fuel return line that can be shut and block the flow. On dual tank systems with a dual supply, dual return a selector type valve which would always allow fuel flow to one of the tanks is permissable. All return systems must not exceed the restriction listed on the Truck Engine Data Sheet for a particular engine.

Fuel Line Compatibility

Fuel tank and fuel piping materials must be compatible with diesel fuel oil.

Fuel Temperature
The fuel temperature must be within acceptable limits as described in this section.

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FUEL PIPING
Flexible hose is normally used for truck engine fuel piping. This hose should be a type specified by the manufacturer as suitable for fuel oil. Currently acceptable material for the inner liner which is in contact with the fuel includes Buna-N, Teflon*, nylon and neoprene. Low pressure hose suitable for a 250 psi working pressure and capable of an operating temperature range of 40F to 200F is suitable. Observe minimum recommended hose bend radii when routing the hose. Steel tubing is acceptable providing sufficient length of flexible hose is used to allow for movement between the truck chassis and the engine. Copper tubing should not be used since it tends to work harden and crack at the fittings. Tubing and hose should be clipped at regular intervals to prevent chafing. Avoid loops, either up or down. Ensure inlet line connections are tight so that air cannot enter fuel systems.

PRIMARY FUEL FILTERS

For all Caterpillar Truck Engines (3116, 3126, 3126B, 3306C DI, C-10, C-12, 3406C, and 3406E), the use of a primary fuel filter is required. The function of the primary fuel filter is to protect the transfer pump and valves from damage since these components precede the engine mounted secondary fuel filter. For Caterpillar Truck Engines with a sleeve metering fuel system (3208 and 3306 PC), the use of a primary fuel filter is not recommended. However, a fuel/water separator is required. The separator is a factory installed attachment on engines with sleeve metering fuel systems. On installations where the OEM provides the separator, it should be installed between the fuel tank and the engine fuel filter. A location should be selected that will provide space for routine maintenance and visual inspection. The flow restriction caused by the addition of a primary fuel filter or water separator should not raise the total inlet restriction above the limit shown on the Truck Engine Data Sheet. Choice of a particular type of primary fuel filter should be based on its intended function. The micron rating of the primary fuel filter should not be so fine as to cause premature plugging by contaminants or wax in cold weather conditions. A micron rating as coarse as 150 microns will provide adequate protection for the transfer pump and priming pump. Fuel oil may cause permanent damage to electrical insulation. Therefore, care must be taken in the location of the primary fuel filter. If the fuel filter is located above the wiring harness or starter, a shield should be provided to protect this equipment during a filter change.

RESTRICTION INLET TO ENGINE

Restriction to fuel flow is comprised of the following elements: suction lift height of the fuel transfer pump above fuel tank, fuel line and lifting frictional losses and primary fuel filter restriction. Variation in fuel tank mounting location for highway trucks is not normally a problem. The fuel lift suction requirement to the transfer pump height will normally be minimal. Line restriction consists of both hose and fitting restriction. Fuel line length adds to restriction. Minimum practical line lengths are recommended. Primary fuel filter restriction will vary greatly due to type and condition of the fuel filter.

FUEL PUMP PRESSURE

The use of a fuel pressure gauge visible to the operator is recommended. It is commonly installed in the instrument panel. Its chief function is to indicate a dirty and, therefore, restrictive fuel filter. The gauge is also useful

*Trademark of DuPont

30

in indicating any malfunction of the fuel system causing loss of fuel pressure. Nominal fuel pressure for the various engine models is shown on the Truck Engine Data Sheet. Engines (3306C and 3406C) with a piston type fuel transfer pump require a snubber (Cat Part No. 7S3795) to damp out pulsations inherent with this type of pump. The fuel pressure gauge is not a reliable indicator of flow restriction due to improper sizing or design of the fuel inlet system.

cloud point problems. However, fuel heaters cannot solve pour point problems. Following are several suggestions for applying fuel heaters to Caterpillar Engines: Fuel heaters should be used when the ambient temperature is below the fuel cloud point. Many types of heaters can be used; however, the fuel should be heated before the first filter in the fuel system. Fuel heaters should not be used when the ambient temperature exceeds 60F (15C). Under no condition should the maximum fuel temperature at the outlet of the fuel heater exceed 175F (79C). However, when the outlet temperature exceeds 125F (52C), some power loss is to be expected on some model engines. Heaters used should be capable of handling the maximum fuel flow of the engine. The restriction created should not exceed published levels for the engine (published values for fuel flow and allowable restriction can be found on the Truck Engine Data Sheet). For heaters using engine coolant as the heat source, take coolant from taps in locations similar to those used for cab heaters. Normally there are sufficient taps provided. However, in vehicles which have several external coolant loops for dual personnel heaters, block heaters, transmission coolers, etc., it may be necessary to connect the fuel heater into one of the other coolant loops. If this is done, care must be taken to assure that coolant shunting to one system does not adversely affect another system and that both have adequate flow. The electronic control module on some electronically controlled engines is cooled by the fuel flowing to the engine. Fuel is normally routed from the tank, to a primary fuel filter, through the transfer pump, then through cored passages in the electronic control module, and on to the secondary filter, and finally to the injection pump. Inlet fuel temperature to the transfer pump must never exceed 175F (79C). Fuel temperatures in excess of 175F (79C) reduce the life of the electronics and the transfer pump check valves.
31

FUEL LINE SIZE

To calculate fuel flow velocity in both the supply and return lines, use the Maximum Fuel Flow to Transfer Pump and Fuel Return Line Flow values given on the Truck Engine Data Sheet. Maximum recommended supply line and return line restriction is given on the Truck Engine Data Sheet. The supply line is defined as the pickup tube in the fuel tank and all of the hose or tubing which leads to and connects onto the first standard or basic part of the truck engine. The return line is simply the hose or tubing which connects the engine junction block or automatic vent valve to the fuel tank. See the Fuel System Schematic.

FUEL HEATERS
With mid-distillate No. 1 and No. 2 diesel fuel, cold weather can cause wax crystals to form in fuel systems, partially or completely blocking fuel flow. The addition of a small amount of heat to the fuel before it flows through the filter(s) can prevent wax problems. The fuel will flow through pumps and lines but not through filters at temperatures below the cloud point. At temperatures below the pour point, the fuel will not flow in the lines or pumps. The use of fuel with a pour point above the ambient temperature is not recommended. A fuel heater will often solve

Fuel heaters used with electronically controlled engines must be thermostatically controlled or self-regulating. The fuel heater may be self-regulating by design so its size will not allow it to overheat the fuel under the worst case conditions, i.e., 210F (85C) water to the heater, low fuel flow, and 110F (29C) fuel to the heater. On trucks where the cab temperature control on the heater regulates the water flow through the heater core, non-thermostatically controlled heaters may be made self-regulating by plumbing the fuel heater in series with the heater valve. The fuel heater should be plumbed upstream of the heater core for the fuel heater to be effective. This does not generally effect the heater output as there is only about 3-4F (2C) drop in temperature of the water through the fuel heater. When any fuel heater is used and ambient temperatures are below approximately 32F (0C), the engine should be started and run at low idle until the engine temperature rises slightly. This allows heat transfer to the fuel before high fuel flow rates at high power output are experienced by the system. This will reduce the possibility of wax plugging the fuel filter shortly after a cold start. Even with fuel heaters, operation of vehicles is most difficult when the ambient temperature is below the fuel pour point of the fuel. Thus operation with fuel that has a pour point above the ambient temperature is not recommended.

General Requirements
High temperature fuel to the fuel transfer pump can result in a loss of performance and/or reliability. The reliability of the electronic control module, which is cooled by the fuel supply, can be affected if the fuel supply temperature exceeds 175F for the C-10, C-12, and 3406E Engines. The temperature of the fuel flowing through the engine can increase approximately 60F to 70F. Caterpillar requires the fuel supply temperatures not exceed 175F for the C-10, C-12, and 3406E Engines. To prevent excessively high fuel temperature in the fuel tank from occurring under high ambient conditions (110F normally) and low fuel levels, consider the following designs: Single Tanks Fuel cooler (design criteria below) Dual Tanks Fuel cooler and/or dual return and supply lines or return to one tank and supply from the other. Other designs may also be effective. However, the design of the fuel system must be such that the fuel supply temperature does not exceed the temperature to transfer pump at all fuel levels in the tank(s).

Fuel Cooler Design Criteria

C-10 C-12 Ambient Temperature - F 110 Return Fuel Flow - gph Return Fuel Temp (to cooler) - F Fuel to Tank Temp (from cooler) - F Heat Rejection Btu/min 65 210 175 119 3406E 110 65 220 175 154

FUEL COOLERS
The C-10, C-12, and 3406E unit injected engines bypass a large amount of fuel back to the tank. Since this fuel passes through the cylinder head, the temperature of the return fuel may be well above the limits established for the fuel supply to the engine. Therefore, most single fuel tank installations will require a fuel cooler in the return line and dual tank installations may require special routing of the return and supply lines to prevent excessively high fuel supply temperatures.

Where ram air is used for the cooler, the same ram air velocity that is to qualify the radiator (normally 15 mph or 30 mph) should be used in designing the cooler.

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Lubrication System
Breathers ........................................................................................34 Remote Mounted Oil Filters............................................................34 Tilt Capability...................................................................................34 Oil Level Gauge Marking................................................................34 Bypass Oil Filters............................................................................35 Engine Lubricant Specifications .....................................................35 General Information .....................................................................35 Caterpillar Diesel Engine Oil ..........................................................35 Commercial Diesel Engine Oils......................................................36 Synthetic Base Stock Oils ..............................................................37 Re-Refined Base Stock Oils...........................................................37 Arctic Lubricants .............................................................................37 After-Market Oil Additives...............................................................38 Total Base Number and Fuel Sulfur Levels ...................................38 Lubricant Viscosity..........................................................................38

33

Truck Engine Data Sheets for each engine give oil system capacity, high and low oil sump levels, normal oil pressure and oil specification. Cold weather operation, as well as lube and filter change period recommendations, are covered in the Caterpillar Operations and Maintenance Management book for each engine.

Support hose as necessary to keep from chafing or cutting on sharp corners. Use care in connecting oil lines so the direction of oil flow is correct. Caution: Engine damage will occur if oil filter is improperly connected.

TILT CAPABILITY BREATHERS

Caterpillar diesel engines have crankcase breathers that discharge into the atmosphere small amounts of combustion gas which passes the piston rings and enters the crankcase. Some midrange (3208) engines, however, have a positive crankcase ventilation valve (PCV) which vents crankcase fumes into the engine air inlet manifold. Thus, crankcase fumes are burned in the engine. Installations at a permanent tilt or slant angle should be reviewed by Caterpillar Inc. to insure the lubrication system will function properly.

OIL LEVEL GAUGE MARKING

Installations requiring a modified oil level gauge should use the data in the Truck Engine Data Sheet to properly mark the oil level gauge. The oil level gauge guide tube must be vented to the crankcase at a point above the highest oil level to obtain accurate readings. Check the gauge level markings, using the following recommended method. On the standard engine with no alterations which affect the engine, use the sump capacity. Service the engine with the low sump capacity shown in the Truck Engine Data Sheet. Wait long enough for an equilibrium oil level to be established. Make several readings to insure accuracy in checking add oil engine stopped level on gauge. Add the difference in oil capacity between sump capacity high and low shown on the Truck Engine Data Sheets. Wait long enough for a new equilibrium oil level to be established. Make several readings to insure accuracy in checking full engine stopped level on gauge.

REMOTE MOUNTED OIL FILTERS

Some heavy-duty diesel engines have the capability for remote mounting of the oil filter when space limitation or serviceability is a problem. However, authorization from Caterpillar Inc. must be obtained before making any modifications to the engine lubrication system. When filters must be remote mounted, follow the following recommendations: Exercise cleanliness during removal and installation of oil filters and lines. Keep all openings covered until final connections are made. Use medium pressure, high temperature 250F (120C) hose equivalent to or exceeding SAE 100R5 specification. Keep oil lines to within the minimum size and maximum length permitted. Consult factory.

34

BYPASS OIL FILTERS

Caterpillar Truck Engines do not require supplemental bypass oil filter systems; however, such systems can be installed, if requested by user. When installed, these systems must have a non-drainback feature when the engine is shut down and a 0.125 in. maximum diameter orifice with 2 gpm (8 L/min) flow. Refer to the engine general dimension drawings for the recommended bypass filter supply location and oil return to the crankcase. Supplemental bypass filters which increase the oil capacity may allow the oil, and in some engines the filter, change periods to be extended. Refer to the Caterpillar Operation and Maintenance Management book for recommended change periods.

Diesel engine oil classifications CD, CD-2, and CE are obsolete API categories. Caterpillar will only reference those categories that are currently licensed by the API. The following chart summarizes the status of the categories.
Oil Classification Status Current CF CF-21 CF-4, CG-4
1

Obsolete CC, CD CD-21 CE

CD-2 and CF-2 are oil categories for two cycle diesel engines. Caterpillar does not sell engines that utilize CD-2 and CF-2 category oils.

Note: CF is NOT the same as CF-4, API CF oils are only recommended for Caterpillar engines with precombustion chamber (PC) fuel system. In previous lubricant specifications, Caterpillar referred to U.S. Military oil specifications (MIL) and to European Comite des Constructeurs dAutomobile Marche Commun (CCMC) diesel engine oil specifications. Those specifications do not provide identical performance to API CF, CF-4 or API CG-4 engine oils. Therefore, Caterpillar will not make reference to MIL or to CCMC specifications in this publication. Terminology Some abbreviations follow the Society of Automotive Engineers (SAE) J754 nomenclature. Some classifications follow the SAE J183 abbreviations. The definitions other than Caterpillars will be of assistance in selecting lubricants.

ENGINE LUBRICANT INFORMATION General Information

Application Because of government regulations regarding the certification of engine exhaust emissions, the lubricant recommendations must be followed. API Licensed Oils Caterpillar recognizes and supports the American Petroleum Institute (API) Engine Oil Licensing and Certification System for engine oils. The API publication No. 1509, 13th edition, contains the detailed information concerning this system. Engine oils bearing the API symbol are licensed by the API.

Caterpillar Diesel Engine Oil (DEO)

Caterpillar Oils have been developed, tested, and approved by Caterpillar to provide the performance and service life that has been designed and built into Caterpillar diesel engines. Caterpillar oils are used for engine development and factory fill. These oils are offered by Caterpillar dealers.
D41806 Examples of the API symbol.

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Due to significant variations in the quality and in the performance of commercially available oils, Caterpillar recommends: Caterpillar Diesel Engine Oil (DEO) 15W40 Caterpillar Diesel Engine Oil (DEO) 10W30 Caterpillar recommends the use of multigrade oils in all on-highway truck engines. Caterpillar multi-grade DEO is formulated with detergents, dispersants, and sufficient alkalinity to provide superior performance in Caterpillar diesel truck engines. Multi-grade DEO is blended in two viscosity grades: SAE 10W30 and SAE 15W40. Refer to the Lubricant Viscosities For Ambient Temperatures chart to choose the correct viscosity grade based on ambient temperatures. Multi-grade oils provide the correct viscosity for a broad range of operating temperatures and for cold engine starts. Multi-grade oils are also effective in maintaining low oil consumption and low levels of piston deposits. Caterpillar multi-grade DEO is also qualified for use in other diesel engines and in gasoline engines. Refer to the engine manufacturers guide for the recommended specifications. Compare the recommendations to the specifications of Caterpillar multi-grade DEO. The current Caterpillar multi-grade DEO industry specifications are listed on the product labels and on the product data sheets. Contact your Caterpillar dealer for part numbers and available container sizes.

API CG-4 oils are preferred for Caterpillar onhighway diesel truck engines because the oils provide improved deposit control and additional soot dispersancy. Also, API CG-4 is the only oil category that evaluates oils with engine tests utilizing 0.05 percent sulfur diesel fuel. Since October 1, 1993, all U.S.A. on-highway truck diesel fuel has been regulated to a maximum of 0.05 percent sulfur. The following explanations of these API categories can be used to make the proper choice of a commercial oil. CG-4: CG-4 is the newest heavy duty diesel oil category. CG-4 oils can be used in all Caterpillar on-highway diesel truck engines where CF-4 oils are recommended. Compared to CF-4 oils, CG-4 oils provide improved piston cleanliness, improved viscosity control, and improved crankcase cleanliness, especially in applications where oil soot is a problem. Although CG-4 oils were primarily developed for diesel engines operating on 0.05 percent sulfur diesel fuel, CG-4 oils can be used with higher sulfur fuels. The new oil TBN determines the maximum fuel sulfur level for CG-4 and CF-4 oils. Refer to the TBN and Fuel Sulfur topics in this publication. CG-4 oils are the first oils to pass industry tests for foam control and viscosity shear loss. CG-4 oils must also pass recently developed tests for metals corrosion and wear. CF-4: CF-4 oils service a wide variety of modern diesel engines. This oil classification was developed with 0.40 percent sulfur diesel fuel. The fuel used in the CF-4 category represents the type of diesel fuels commonly available worldwide. CF-4 oils provide improved piston deposit control and improved oil control when compared to the CE category oils. CF-4 oils also provide improved oil soot dispersancy compared to CD or CF category oils. Note: Single grade or multi-grade CF oils are not recommended for current Caterpillar onhighway diesel truck engines.

Commercial Diesel Engine Oils

The performance of commercial diesel engine oils is based on API categories. API categories are developed to provide commercial lubricants for a wide variety of diesel engines that operate in various conditions. If Caterpillar multi-grade DEO is not used, the following commercial oils are recommended. Preferred API CG-4 (multi-grade) Acceptable API CF-4 (multi-grade)

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Some commercial oils meeting these API specifications may require shortened oil change intervals as determined by close monitoring of oil condition and wear metals (Caterpillars SOS Oil Analysis Program preferred). NOTICE Failure to follow these oil recommendations can cause shortened engine service life due to deposits and/or excessive wear.

Re-Refined Base Stock Oils

Re-refined base stock oils are acceptable for use in Caterpillar engines if these oils meet the performance requirements specified by Caterpillar. Re-refined oils can be used exclusively in a finished oil or in combination with new base stocks. The U.S. Military and other heavy equipment manufacturers have also accepted the use of re-refined base stock oils with the same criteria. The re-refining process should be adequate to remove all wear metals and oil additives that were present in the used oil. This type of rerefining is generally accomplished by vacuum distillation and hydrotreating the used oil. Filtering alone is inadequate for producing a high quality re-refined base stock from used oil.

NOTICE Single grade Oils must not be used in Caterpillar on-highway diesel truck engines, regardless of the API specification.

Arctic Lubricants
For starting and operating engines in ambient temperatures below 20C (4F), use a multigrade oil with a 0W or 5W low temperature viscosity grade. For starting and operating engines with ambient temperatures below 30C (22F), use a synthetic base stock multi-grade oil with a 0W or 5W low temperature viscosity grade and a pour point of 50C (58F) or lower. Because the number of lubricants acceptable for use in Arctic conditions is limited, Caterpillar has special recommendations for these situations. Caterpillar recommends the following engine oils, in order of preference, for use in Arctic conditions: First Choice: API CG-4 or CF-4 oils with an SAE 0W20, 0W30, 5W30, or 5W40 viscosity grade Second Choice: Oils with a CG-4 or CF-4 type additive package and an SAE 0W20, 0W30, 5W30, or 5W40 viscosity grade. NOTICE Shortened engine service life could result if second choice oils are used.

Synthetic Base Stock Oils

Synthetic base stock oils are acceptable for use in Caterpillar engines if these oils meet the performance requirements specified by Caterpillar. Synthetic base stock oils generally outperform non-synthetic oils in two areas: Improved low temperature viscosity characteristics, especially in Arctic conditions Improved oxidation stability, especially at high operating temperatures. Some synthetic base stock oils have performance characteristics that enhance the useful service life of the oil. However, Caterpillar does NOT recommend the automatic extension of oil change intervals for any oil, including synthetic base stock oils. For Caterpillar diesel engines, oil change intervals can only be adjusted through an oil analysis program that contains the following elements: oil condition and wear metals (Caterpillars SOS Oil Analysis preferred), trend analysis, fuel consumption, and oil consumption.

37

After-Market Oil Additives

Caterpillar does NOT recommend the use of after-market oil additives. After-market oil additives are not necessary to achieve service life predictions or to achieve rated performance. Fully formulated finished oils are made up of base stocks and commercial additive packages. The additive packages are blended into the base stocks at precise percentages to produce finished oils with performance characteristics that meet lubricant industry standards. Lubricant industry standard tests do not exist to evaluate the performance of after-market oil additives. There are no lubricant industry standard tests to evaluate the compatibility of after-market additives in a finished oil. Aftermarket additives could be incompatible with the finished oil additive package, reducing the performance of the finished oil. The aftermarket additives could fail to mix with the finished oil, producing a sludge in the crankcase. Caterpillar discourages the use of after-market additives in finished oils.

In areas where the fuel sulfur exceeds 1.5 percent, choose an oil with the highest TBN that is within the API CF-4 or CG-4 categories, and shorten the oil change interval based on oil analysis. The oil analysis should evaluate oil condition and wear metals. High TBN oils that are not within the API CF-4 or CG-4 categories can produce excessive piston deposits, leading to a loss of oil control and bore polishing. NOTICE Operating with fuel sulfur levels over 1.0 percent may require shortened oil change intervals in order to maintain adequate wear protection.

Lubricant Viscosity
The proper SAE viscosity grade oil is determined by the minimum outside temperature at cold engine start up, and the maximum outside temperature during engine operation. Use the minimum temperature column on the chart to determine the oil viscosity required for starting a cold soaked engine. Use the maximum temperature column on the chart to select the viscosity for operation at the highest temperature anticipated. In general, use the highest viscosity oil available that still meets the start up temperature requirements.
Engine Oil Viscosity Protection Caterpillar DEO API CG-4 & CF-4 Viscosity Grade SAE 0W20 SAE 5W30 SAE 5W40 SAE 10W30 SAE 15W40 Ambient Temperature Minimum Maximum C (F) C (F) 40 (40) 10 (50) 30 (22) 30 (86) 30 (22) 40 (104) 20 (4) 40 (104) 15 (5) 50 (122)

Total Base Number (TBN) and Fuel Sulfur Levels For Caterpillar DI Diesel Engines
The TBN required in a new oil depends on the sulfur level of the fuel used. For direct injection engines running on distillate diesel fuel, the minimum new oil TBN (by ASTM D2896) should be 10 times the fuel sulfur level, and the minimum TBN is 5 regardless of a low fuel sulfur levelrefer to the following graph.

Y = oil TBN shown by ASTM D2896. X = percent of fuel sulfur by weight. New oil TBN (1). Change oil when the used oil TBN limit (2) is reached.

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Cooling System
System Description.........................................................................42 Shunt System ..............................................................................42 Coolant Pump ..............................................................................43 Temperature Regulator................................................................43 Vent Line ......................................................................................43 General Requirements ...................................................................43 Cooling Capability........................................................................43 Maximum Top Tank Temperature Recommended Ambient Capability Filling Ability Recommended Ambient Capability .......................44 Filling Ability ..............................................................................44 Pump Cavitation Drawdown Air Venting Ability (Deaeration) Cooling Parameters and Performance Tests.................................46 Introduction ..................................................................................46 Description of Tests and Definition of Terms...............................46 Cooling Capability Filling Capability Pump Cavitation Temperature Drawdown Air Venting Ability Preparation and Instrumentation.................................................47 Water System Tests Ambient Temperature Test Procedure ....................................................................................47 Filling Tests................................................................................47 Bucket Method Hose Method Water System Tests..................................................................48 Cavitation Temperature Drawdown Air Venting Plotting Data Ambient Capability Tests ..........................................................50 Data Required Ambient Capability Determination Fuel Rate Ambient
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Air Conditioner Head Wind Altitude Additional Cores Ambient Capability BrakeSaver Equipped Engines (3406E) Review Information ......................................................................51 The Cooling System .......................................................................52 Plumbing ......................................................................................52 Radiator Vertical Flow.................................................................52 Top Tank....................................................................................52 Radiator Inlet Baffle Design Shunt Line Connection Baffle Vent Tube Engine Vent Connection Low Level Low Level Indicators Metal Plate Sight Window Downward Extension of the Filler Pipe Low Level Alarm Bottom Tank ..............................................................................53 Outlet Pipe Drains Height Radiator Horizontal Flow ............................................................54 Radiator Core...............................................................................54 Radiator Filler Cap.......................................................................54 Radiator Mounting .......................................................................55 Transmission and Retarder Oil Coolers......................................55 Fan Recommendations ..............................................................55 Diameter and Speed.................................................................55 Selection....................................................................................56 Airflow Sensitivity Fan Laws...................................................................................56 Fan Shrouds and Fan Locations.................................................56 Air Flow Losses and Efficiency....................................................56 Obstructions Air Recirculation Baffles Blower Fans
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Fan Drive......................................................................................57 Overhanging Moment Temperature Control....................................................................58 Minimum Temperature Shutters Shutterstat Settings Thermatic Fan Drive Shutterless Operation Gauges and Devices ...................................................................58 Water Temperature Gauges Warning and Shutdown Devices Coolant Heaters Coolant Connections ...................................................................59 Pump Discharge After Engine Oil Cooler Top of Engine Pump Inlet Additional Cooling System Connections Engine Vent Location of Coolant Connections Coolant Information .....................................................................60 Water Additives Glycol Coolant Recommendations Extended Life Coolant (ELC) Extended Life Coolant (ELC) Cooling System Maintenance Diesel Engine Antifreeze Coolant (DEAC) Supplemental Coolant Additive (SCA) Conventional Coolant/Antifreeze Cooling System Maintenance

41

SYSTEM DESCRIPTION Shunt System

A shunt cooling system (Figure 4) is recommended for all Caterpillar Truck Engines. This cooling system helps prevent pump cavitation by maintaining a positive pressure head of coolant at the pump inlet at all times. The radiator top tank is divided into two compartments (upper and lower) with a small air/coolant bleed or baffle vent tube connecting them. The upper compartment may be a remote mounted tank. A shunt line located as low as possible in the upper chamber directs coolant to the pump inlet. When the coolant reaches the temperature

required to open the temperature regulator, coolant is directed to the lower chamber of the radiator top tank, down through the radiator core to the suction line of the pump and then to the engine. Coolant, which may contain some air, tends to flow from the lower chamber to the top chamber through the small air/coolant tube. The air separates from the coolant in the upper chamber. The deaerated coolant will flow down the shunt line and the separated air remains in the upper chamber until excessive pressure is built up, at which time it will vent out through the pressurized radiator cap.

Temperature Regulator (Partially Open)

Engine Vent Baffle Vent Upper Chamber

Baffle

Lower Chamber

Radiator

Shunt Cooling System

Figure 4

42

Coolant Pump
Depending on engine model, the centrifugaltype pump is gear or belt driven. On typical engines, the pump discharge is directed through the engine oil cooler and then through the engine. See the Truck Engine Data Sheet for coolant pump performance data.

Temperature Regulator
Modulating temperature regulators (thermostats) are standard on all Caterpillar Truck Engines rather than a choke thermostat. When the temperature regulators are closed, the coolant is recirculated in the engine through the coolant bypass line (or passage). Since the bypass flow is relatively unrestricted until the temperature regulators open and shut off the bypass completely, the cooling system is known as a full-flow bypass cooling system. See the Truck Engine Data Sheet for regulator start to open and fully open temperatures. Some engine models may offer a dual regulator option which will result in high coolant flow rates due to less restriction. Dual regulators should be considered for hard to cool applications. Caution: Never operate an engine without temperature regulators installed.

required at one end of the top tank above the coolant level to bleed air trapped in the engine during filling. This vent line should be connected to a point indicated on the Engine General Dimension Drawing (Item 131). This connection is on the engine side of the temperature regulator(s) and should be orificed to .19 in. (4.8 mm) I.D. Some engines have a factory installed orifice. Consult factory for availability. The use of a vent line may be needed on 3116, 3126, and 3126B to meet filling requirements.

GENERAL REQUIREMENTS
A properly functioning engine cooling system is essential to satisfactory engine and vehicle life, as well as performance. To achieve satisfactory engine life, Caterpillar recommends or requires that the cooling system meet minimum standards of these parameters:

Cooling Capability
Caterpillar requires that top tank temperatures not exceed the limits shown on the Truck Engine Data Sheet. Mount a high coolant temperature warning device set 5F above the maximum top tank temperature between the cylinder head and water regulator. Refer to the Engine General Dimension Drawing for specific location. Electronically controlled engines may already provide the temperature warning function.

Vent Line
Except for the 3208, 3116, 3126, and 3126B Engines, an engine vent connection is

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Level

Ram Air Velocity (1) mph/km/hr 15/24 15/24 15/24 (1) 15/24

Minimum Ambient Capability Evaluation or Rated rpm Peak Torque +100 rpm F/C F/C 90/32.2 100/37.8 110/43.3 122/50.0 80/26.6 90/32.2 100/37.8 112/44.4

Minimum Allowable Ambient Test Conditions F/C 55/12.8 55/12.8 55/12.8 65/18.3

A B C D

(1) The 475 hp and above 3406E ratings are allowed 30 mph (48 km/h) for all on-highway applications. For engines with a peak torque of 1650 lb-ft for greater, 30 mph (48 km/h) is allowed when all of the following conditions exist: On-highway Only 80,000 lb Maximum GCW U.S.A. Operation

Ambient capability (or cooling capability) is the ambient temperature that produces the maximum allowable top tank temperature under certain specified test conditions using water as the coolant. Although water is recommended for testing because it provides more consistent results, 50/50 water/glycol mixture may be used for testing. If 50/50 water/glycol mixture is used for ambient testing, the recommended ambient capability should be lowered 6F (3C). The percent water/glycol in the engine should be measured and recorded. Cooling system tests (cavitation, drawdown, etc.) must always be done with water only. The following table gives the recommended level of ambient capability for various parts of the world. The geographical locations covered by the various levels are shown in the table on page 45. The minimum ambient temperature for testing to determine the ambient capability is also listed below. The maximum ambient temperature for testing is when the top tank reaches the maximum allowable top tank temperature. Since the engine manufacturer does not know all of the factors involving the application, it is the installers responsibility to know the specific application and provide higher ambient capability, if required.

Filling Ability
The cooling system must be capable of a sustained fill (hose) rate of 5 gpm (19 L/min). The system must tolerate an interrupted (bucket) type fill without air lock (false fill).

Pump Cavitation
Provide sufficient head to the water pump so that cavitation (specified reduction of pump pressure rise) does not occur until the pump cavitation temperature shown in the Truck Engine Data Sheet is reached.

Drawdown
The cooling system must meet the drawdown requirements given in the Truck Engine Data Sheet.

Air Venting Ability (Deaeration)

The radiator must have air/water separation capabilities at least equal to the introduced air and pump pressure rise loss values given in the Truck Engine Data Sheet.

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Caterpillar Recommended Ambient Capability

Trucks
Africa Algeria .........................D Angola ..........................C Botswana .....................C Burundi........................C Cameroon.....................C Central African Rep....C Chad.............................D Republic of Congo .......C Equatorial Guinea ......C Ethiopia .......................D Gabon ...........................C Gambia ........................D Asia Aden ...........................C Afghanistan...............D Brunei ........................B Burma ........................C Cambodia...................C Ceylon ........................C China..........................C India...........................D Indonesia ...................B Antartica A
Gahana ........................C Guinea..........................C Guinea-Bissau.............C Ivory Coast ..................C Kenya ...........................C Lesotho.........................C Liberia..........................C Libya ............................D Madagascar .................C Malawi .........................C Mali ..............................D Mauritania ..................D Morocco........................D Mozambique................D Namimbia....................C Niger ............................D Nigeria .........................C Rwanda ........................C Senegal ........................D Sierra Leons ................C Somalia ........................D Rep. of South Africa....C Sudan...........................D Swaziland ....................C Tanzania ......................C Togo ..............................C Tunisia .........................D Uganda.........................C United Arab Rep.........D Upper Volta .................D Zaire .............................C Zambia .........................C Zimbabwe ....................C

Iran.............................D Iraq.............................D Israel ..........................D Jammu/Kashmir .......C Japan..........................B Jordan ........................D Korea..........................B Kuwait .......................D Laos ............................C Australia C*

Lebanon .....................D Malaya, Fed...............B Mongolia ....................B Nepal ..........................C New Zealand..............B North Bornea.............B Omar & Muscat ........D Pakistan.....................D Philippine Islands .....B

Saudi Arabia .............D Sarawak.....................B Syria...........................D Taiwan........................B Thailand.....................C Trucial Kingdom .......D Turkey ........................C Vietnam......................C Yemen.........................D

Europe Albania.......................C Andorra......................C Austria .......................B Belgium......................B Bulgaria .....................C Cyprus........................D Czechoslovakia ..........B Denmark....................A Finland.......................A North America

France ........................C East Germany ...........B West Germany...........B Gibraltar ....................C Greece ........................C Hungary.....................B Iceland........................A Ireland........................A Italy ............................C

Liechtenstein.............B Luxembourg ..............B Malta ..........................C Monaco .......................B Netherlands...............B Norway.......................A Poland ........................B Portugal .....................C Rumania ....................B

San Marino ................C Spain ..........................C Sweden.......................A Switzerland................B Turkey ........................C United Kingdom........A CIS (formerly USSR) ..B Serbia, Montenagro (formerly Yugoslavia) ...C

USA ............................C Canada.......................B Mexico ........................C West Indies ................B USA _ Alaska ............B Greenland ..................A Central America........B South America Argentina...................C Colombia ....................B Guyana.......................B Suriname ...................B Bolivia ........................C Ecuador......................B Paraguay....................C Uruguay.....................C Brazil..........................C French Guiana ..........B Peru ............................B Venezuela...................B Chile ...........................B
*Except off-highway, on/off-highway, and road train applications should be level D. 45

COOLING PARAMETERS AND PERFORMANCE TESTS Introduction

The cooling system must be designed to adequately cool the engine across the entire speed and load range. The preliminary design is based upon many variables and assumptions. For this reason the cooling system for a particular engine installation must be confirmed by actual test. Caterpillar engineers will at times conduct the test series. Performance limits are listed separately. They can be found on the Truck Engine Data Sheet.

Pump Cavitation Temperature Pump cavitation temperature is the water temperature at the pump inlet when the permissible reduction in pump pressure rise is reached. Pump cavitation temperature must be equal to or greater than the highest water temperature expected at the pump inlet under rated load, based upon a 210F (99C) engine water outlet temperature. The minimum cavitation temperature allowed is shown on the Truck Engine Data Sheet. Pump pressure rise is the pressure differential between pump outlet and pump inlet expressed in feet of water (typically this will be from 35 to 50 ft (9.15 to 15.25 m) of water. The reference pump rise for all tests is determined with the coolant system completely full at 120F (48.4C) and engine running at governed speed (2100 rpm for C-10, C-12, 3406E). Drawdown Drawdown is the tendency for pump rise to be lost as the coolant level is reduced to and below the low level indicator. In the absence of a low level indicator, the defined low level is 9% for the 3116, 3126B and 3208 Engines and 12% for heavy-duty engines of the total system volume down from brimful. The loss in pump rise at the low level with 180F (81.4C) coolant cannot be greater than 10%. Air Venting Ability Air venting ability (deaeration) is the radiator gas/water separating capability. It measures the rate of entrained air removal from the cooling system under controlled test conditions. Entrained air may be caused by combustion gas leakage into the coolant. Venting ability is an air volume equal to 5% of engine displacement per minute at 35% pump rise loss.

Description of Tests and Definition of Terms

Cooling Capability Cooling capability (or ambient capability) is the ambient temperature that produces the maximum allowable top tank temperature (as found on the Truck Engine Data Sheet) under certain specific test conditions. Ambient tests are run with the air conditioner operating, if the vehicle is so equipped. For ambient test 100% water is recommended as a coolant as it produces more consistent results. Filling Ability Filling ability is the ability to fill the cooling system at a five gallon per minute sustained rate. If filling is interrupted during some portion of the fill cycle due to an air lock a false fill can result. The coolant level, after initial fill procedure has been followed, should not drop below the low water level after the engine has been operated. (See drawdown for definition of low level.)

46

Preparation and Instrumentation

For the water system tests, obtain the following equipment An engine speed pickup and appropriate readout device. Thermocouple at the water pump outlet and engine outlet (or top tank) and appropriate temperature readout. A precision differential gauge between pump outlet and pump inlet. 30 psi (2.1 kg/cm2) (70 ft. {21.35m} H2O) capacity. A combination pressure/vacuum gauge on the pump inlet. 5 psi (0.35 kg/cm2) (11 ft {3.35 m} (H20) capacity. A metering valve and pressure regulator for injecting air into the engine block during the venting test. A vented radiator cap for the venting test. A small container (L, qt or pt), a radiator fill bucket, and an open mouth bucket or tub suitable for immersion of the small container for the air venting test. A stopwatch. Thermostats blocked open .38 in. (9.5 mm) for the cavitation, drawdown, and air venting tests. Puncture the power pill to prevent further opening. A water hose for the hose filling test. Cardboard (enough to block radiator airflow). Engine speed control device for adjusting and maintaining engine speed.

For the ambient capability test, obtain the following equipment An engine speed pickup and readout device. Thermocouples, connected to an appropriate readout device, at the following locations: Engine outlet (or top tank). Pump inlet (or bottom tank). Engine oil gallery (to bearings). Air to core (average set of 6-10). One of three remote ambient locations. Engine air inlet. A governor continuity light (mechanically governed engines only). A fuel rate measuring device (flowmeters, if no scales are available). Gauges for boost, inlet restriction, and exhaust backpressure. Boost gauge capacity 30 psi (2.1 kg/cm2) (70 in. {1.78m} Hg) capacity. Thermostats blocked open .38 in. (9.5 mm) with the power pill punctured to prevent any further opening.

Procedure
This procedure is set up so that each test follows logically. However, it is not necessary that this sequence be followed. Filling Tests Completely drain the cooling system {radiator, engine block, heater circuit(s)} before each filling test. Operational thermostats are used. The system volume can be determined during the bucket method by recording the amount of coolant used. The cab heater circuit(s) should be open.

47

Bucket Method Using an available fill bucket (10-12L size works best) pour contents into cooling system fill neck as quickly as possible. Allow this to settle, then repeat until reaching brimful, allowing the water level to come to rest between each bucket full. Record the volume of water poured into the system as initial fill volume. While monitoring pump rise, start the engine and allow to idle a couple of minutes, then gradually increase engine speed. If pump rise falls off, or fails to rise with engine speed, return to idle for a few more minutes to see if the trapped air will purge itself. If it does not, the system may need modification to prevent pump air lock. If pump rise appears normal, install loose fitting radiator cap (to prevent over-spills) and run engine at rated speed or high idle until the thermostats have opened. Then gradually reduce speed to idle, let water temperature return to 175-180F (80-82C), and stop engine. Measure the amount of water needed to bring the system back to brimful. This is the bucket fill makeup volume which must be less than 12% (9% for the 3208, 3116, 3126, and 3126B) of the total system volume to be acceptable. The total system volume can be determined. The initial fill volume expands by 2% when the temperature is raised to 180F (82C) to open the thermostat(s). Therefore, the total systems volume = initial fill volume x 1.02 + makeup volume. Hose Method Fill the system at a constant 5 gpm (19Lpm) rate. Measure the amount of time from initiating the fill until the filler neck overflows. Recheck the hose flow rate after the fill to verify the rate has not changed. Start the engine as in the bucket method to ascertain the pump does not air lock and to determine the hose-fill makeup volume. Subtract the makeup volume from the previously determined total system volume and divide this number by the time measured to hose fill. This is the hose-fill rate (gpm). The hose-fill makeup volume must be less than 12% (9% 3208, 3116, 3126, and 3126B)
48

of the total system volume to be acceptable. Water System Test Use thermostats which are blocked open .38 in. (9.5 mm) with the power pill punctured to prevent any movement of the thermostat. Tests are run without a pressure cap and at governed speed (2100 rpm for C-10, C-12, 3406E). Monitor the engine outlet temperature to avoid exceeding 210F (99C). Record the temperature at which water temperature warning devices are activated, and also when thermostatically controlled shutters or fan operate, if the installation is so equipped and they set to activate below 210F (99C). If water pump is belt driven (3208, 3116, 3126, and 3126B), check belts for proper tension. Cavitation Temperature Fill the cooling system with cold water. Start the engine and idle to purge the system of air, and then fill the system completely to brimful. With the engine at governed speed (2100 rpm for C-10, C-12, 3406E) (no load, if possible) measure pump outlet temperature, pump inlet pressure, and pump pressure rise. Gradually raise the water temperature by blocking radiator airflow. Record the pump rise and pump inlet pressure at 120F (49C). Record data at 10F (5C) intervals from 120F to 180F (50C to 80C) and at increasingly smaller intervals as the pump rise begins to decrease. Continue until reading 210F (99C) engine outlet temperature or until pump rise has dropped 15% below the reference value. Record the test site barometric pressure (not corrected to sea level) prior to, during, or after completing the cavitation test. If it is necessary to obtain the barometer reading from a local airport or weather service, it will be corrected to sea level. Find out the test site elevation and subtract 1 in. Hg per 1000 ft (11 mbar per 100 m) above sea level from the corrected barometer to obtain the actual test site barometer reading. When tabulated, correct the cavitation temperature to a standard barometer reading of 29.60 in. Hg. (Add 1F to the measured cavitation temperature for each 0.5 in. Hg barometer reading below 29.60 in. Hg; reverse this procedure if barometer is above 29.60.

Drawdown Allow the jacket water to cool to 180 2F (82 1C) at the pump outlet, maintaining governed speed (2100 rpm for C-10, C-12, 3406E), and adding water to return the system to brimful. Record pump outlet temperature, pump inlet pressure and pump pressure rise. Holding temperature constant, drain water from the high pressure side of the pump (or block drain) in suitable increments (L or qt. for most installations) recording data between each. As pump rise starts to fall off, reduce increments, continuing until the specified volume above the low level has been removed and/or pump rise has dropped 15% below the reference value. Air Venting Maintaining governed speed (2100 rpm for C-10, C-12, 3406E) and 180 2F (82 1C) pump outlet temperature, restore the water level to a qualified low mark, and install the

special vented radiator cap. Inject pressurized air into the engine block jacket water downstream of the water pump and oil cooler (usually the block drain). Start with a low rate and gradually increase, recording pump pressure rise at each air venting rate. Measure the air vented from the system by observing the time to displace water from a known volume container inverted in a bucket or tub of water. Allow at least 3 minutes between changing rate of air injection and recording data so that the system can stabilize. Terminate the test when the venting rate is well in excess of the requirement or when pump rise dropped below 50 percent of the reference value. Plotting Data In addition to tabulated results, plot curves of cavitation, drawdown and venting as illustrated in Figure 5. Plot these curves using a common pump pressure scale.

Truck Cooling System Test Data

Figure 5
49

Ambient Capability Test

Use blocked open thermostat(s) as for the water system tests. Fill the cooling system to the full mark (bottom of filler neck) with water and install an operative cap. Check fan drive belts for proper adjustment to minimize slippage. Check throttle linkage to assure full movement of the governor control lever at the engine (mechanically governed engines only). On-highway trucks are tested at full throttle (maximum speed governor control position) and loaded to evaluation speed (shown on the Truck Engine Data Sheet) (+0, - 50 rpm), at a peak torque +100 rpm (25 rpm), 100 rpm above the lowest downshift shift speed if automatic transmission equipped, and 80% torque converter efficiency, if equipped. Engine loading can be accomplished by various means, depending on the installation and the equipment available at the test site. On-highway trucks can be operated on a chassis dynamometer, or loaded by a chassis mounted dynamometer connected to the drive shaft, or even operated up a long hill with a suitable drag load, (towing dyno). A field test may be most useful in evaluating the ambient capability of some installations. Whichever method is used for the test, if the unit is equipped with a radiator mounted air conditioner condenser core, operate the air conditioner at maximum capacity during the test. Also for all tests, if possible, measure the rated fuel usage with supply fuel temperature 125F (52C). If the measured fuel rate varies more than 5% from the nominal fuel rate, recheck the governor control linkage (mechanically governed engines only) and check to see that neither the fuel supply nor the air inlet is restricted. If no obvious problem is found, it may be necessary to reset the engine fuel setting. Once engine performance has been verified, begin the ambient capability test. If the ambient test is conducted indoors, minimize air recirculation due to test cell effects and hot spots where possible by moving air past the installation. A 15 mph (24 km/hr) or 30 mph (48 km/hr) (as appropriate for the application, see Cooling Capability) head wind should be provided for on-highway
50

trucks. If the test facility is not capable of providing air movement, engineering judgment must be used in thermocouple placement and in determining cell-related vs installation-related recirculation effects. If the facility has ambient control, maintain air temperature above 90F (32C). Ambient air temperatures below 55F (12.8C) are not recommended. Data Required Engine speed Output power (if measurable) Fuel rate Top tank (engine outlet) temperature Bottom tank (pump inlet) temperature Engine oil to bearing temperature Ambient temperature Air to core temperature (avg. 6 to 10) Inlet air to engine temperature And when possible: Inlet manifold pressure (boost) Record data when operating conditions have stabilized. Stabilized conditions exist when engine speed and load have remained constant (within reason) for at least 15 minutes, and the differential (top tank minus ambient) temperature does not change between consecutive sets of readings obtained within a 5 minute interval. If the measured air to core temperature is significantly higher than ambient, determine (by feel) if obvious air recirculation exists around the radiator. It may be necessary to improve baffling around the radiator to keep air to core temperatures as close to ambient as possible. Test the ambient capability of the unit in the as built configuration first, and document those results. Then determine what gains can be made with improved baffling, and discuss those possibilities with the Caterpillar Application engineer involved. Record environmental conditions at the time of the test. If outdoors, note wind direction and velocity relative to the test unit, and its probable effect on test results. If indoors, note air movement, any uneven temperature distribution, cell recirculation effects, and anything else possibly affecting test results.

Ambient Capability Determination Fuel Rate Increase the differential (Top tank-Ambient) by the percentage that the measured fuel rate is below the nominal fuel rate, and vice versa. Ambient Increase the differential .5F for each 10F that the test ambient temperature is below 90F (.5C for each 10F below 32C). Air Conditioner Increase the differential: 3F (1.7C) when a radiator mounted condenser core is installed, but the unit is not operating during the test. 7F (4C) when no radiator mounted condenser core is installed on the test unit, but will be offered on the model being tested. Head Wind 15 mph (24 km/hr). Reduce the differential 5F (3C), per 15 mph (24 km/hr) or 30 mph (48 km/hr) (as appropriate for the application. See Cooling Capability), if no head wind is available during the test. Exceptions are some low-entry, forward cab models which have the radiator installed such that it does not receive significant air blast from a headwind (Engineering judgment must be exercised). If the test is performed above sea level, decrease the differential by 2.5F (1.4C) per 1000 ft. Additional Cores If the installation utilizes other cooler cores in series with the radiator (either air side or water side) which are not rejecting normal operational heat loads during the test, adjust the differential accordingly. The amount of judgment must be based on prior tests or experience. Calculate the ambient capability of the installation by subtracting the adjusted differential from a 210/220/230F (99/104/110C) top tank temperature.

Caterpillar BrakeSaver (Trucks) If the engine is equipped with a BrakeSaver, or if the truck model will be sold with BrakeSaver equipped engines, the cooling system must also be capable of rejecting retarding power. Heat rejection to the radiator based on BrakeSaver rating (include BrakeSaver, engine friction and fan) is approximately 36 btu/hp-min (46 kJ/kw-min). The actual value is listed on the Truck Engine Data Sheet. Field testing has shown that cooling systems that meet the ambient capability cooling recommendations (30 mph ram air) with the 475 hp 3406E Engine will have acceptable cooling capability for the BrakeSaver.

Review Information
Fan information should include supplier part number, diameter, number of blades, projected width, fan/shroud relationship and fan/engine speed ratio. Radiator information should include supplier and core part number, number of tube rows, and fin description and density. Air-to-air chassis mounted core information should include supplier part number, internal fin density, and external fin density. Also specify other coolers such as an air conditioner condenser core or oil cooler core which may be mounted in front of the radiator. Include a photograph of installation if possible. Determine the engine outlet temperature at which: Water temperature warning devices operate (not required if controlled by electronic engine). Shutters start to open and are fully open. Shutters close. Fan clutch is engaged (not required if controlled by electronic engine).

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THE COOLING SYSTEM Plumbing

Radiator inlet and outlet diameter coolant connections should be no smaller than the engine inlet and outlet diameter. Round corners on passages are recommended. Give particular attention to the coolant pump inlet to avoid imposing high pump restrictions with unnecessary bends or small piping. Do not use ninety degree mitered joints. Piping between the engine and radiator must be flexible enough to provide for relative motion between the two. Hoses less than 6 in. (152 mm) in length provide little flexibility and are difficult to install. If the hose is more than 18 in. (457 mm) in length, it is susceptible to failure from vibration or coming loose at the connections. Support the piping with brackets, when necessary, to take weight off a vertical joint. High quality hose, clamps, and fittings are a prerequisite for long life and to avoid premature failure. It is also necessary to bead pipe ends to reduce the possibility of a hose blowing off. Double clamps are desirable for all hose connections under pressure. Vent lines and shunt lines must slope downward without high or low areas that may trap air and cause an airlock. In order to maintain the correct flow relationship in the radiator top tank, it is recommended that no lines tee into the shunt or vent lines and that no lines, other than the shunt line, radiator return, and vent be plumbed into the top tank.

Radiator Inlet Inlet diameter should be at least equal to engine coolant outlet diameter. Baffle Design The main feature of the shunt system top tank design is a baffle which divides the tank into an upper and lower section. The main coolant flow from the engine returns below the baffle. The coolant is not in contact with the top tank air space so it is not possible for the water to entrain air at this point. The upper tank section receives water from a standpipe or vent tube through the baffle. The baffle must be sealed all around. The top tank baffle should be positioned so that it creates a volume above the core large enough so that the coolant change rate at rated pump flow is no more than 150 changes per minute.
Example: 138 gpm (rated pump capacity) = 145 (acceptable) .95 gal (below baffle volume)

Radiator Vertical Flow

Top Tank A principal function of the top tank is to provide coolant deaeration. Air in the coolant is one of the principal causes of water passage corrosion. In extreme cases, it can cause loss of water pump prime or performance with serious engine damage resulting. It also adversely affects heat transfer to the coolant. Some radiators utilize an auxiliary expansion or surge tank where height or volume restrictions do not permit large top tanks. Additional functions of the top tank are indicated in the design areas as follows:

Shunt Line Connection The shunt line connection is into the upper chamber of the top tank, centered, and as low as possible. In order to better supply nonturbulent coolant free of air bubbles, this connection should be into a well in the baffle. Provide a means to break up a vortex at the shunt line inlet. Slope the shunt line connection downward from the top tank connection. Since the shunt line configuration also affects fill rate, better coolant fill performance can be achieved on designs which extend the top tank rearward from the core. The shunt line connection can then be made to drop vertically from the top tank. Unless otherwise specified, the shunt line should have a minimum internal diameter of 1.0 in. (25.4 mm). Baffle Vent Tube The baffle vent tube (between top and bottom portion of top tank) should be approximately 0.3 in. internal diameter but not too large so that pump cavitation temperature suffers. (0.19 to 0.25 in. {4.8 to 6.4 mm} I.D. has been found to be satisfactory for the 3208, 3116, 3126, and 3126B Engines.) The vent tube

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must not project below the dividing baffle plate; direct it away from the shunt line well area to avoid causing turbulence. Experience indicates that increasing baffle vent tube diameter provides more air venting ability. However, this side benefit is offset by a tendency to produce lower pump cavitation temperatures as the vent diameter is increased. Final determination of size and configuration is best determined by test. Engine Vent Connection The engine vent connection should be located above the water level and some distance to one side of the shunt line well. Low Level Locate the top tank such that the water level is always above all extremities of the engine water jacket. At the minimum level, the shunt line connection must be covered with coolant at maximum expected tilt angle. An Add Coolant level indicator mark is recommended for each top tank design. The minimum coolant level is established by a recommended percentage of total coolant system volume between full and low marks. The low point is verified by a coolant level sensitivity or drawdown test. For specific allowable reduction of pump pressure rise and low level percentage of total system coolant volume, see the Truck Engine Data Sheet. For heavy-duty Caterpillar Engines, this volume is generally 12% of the total coolant volume minimum for systems with a 7 psi (48 kPa) pressure cap minimum; 16% of the total coolant volume minimum for systems with less than 7 psi pressure cap. Use 9% of the total system as the low level for 3208, 3116, 3126, and 3126B Engines. Consider this volume as the working range of the coolant level. The bottom end is the minimum coolant level and the top end can be brimful. The volume is established by experience and is comprised of expansion volume, after boil volume and makeup volume.

Low Level Indicators Types of low level indicators that have been found to be satisfactory are: Metal Plate A metal plate uncovered by low coolant. The device is commonly used on the top tanks of Caterpillar products. It could be an additional plate or even an upward protrusion of the baffle plate. The low level plate should contain a hole to drain any coolant pockets to avoid a false level indication. Sight Window This device has had some success. Two sights can easily be used to show high and low marks to give a go or no-go decision. Downward Extension of the Filler Pipe This design should be treated carefully. A natural tendency is for the fill to stop at the fill pipe bottom (not run the level high enough in the fill pipe). The filler pipe can be cut away up to the high level mark with a horizontal plate attached which would be uncovered to show the low level. If a downward extension is used, a vent cross hole must be made at a level as high as possible. This permits use of the air space above the high level indicator as expansion volume. Any air trapped in the top tank above the cross hole (while not harmful) is not included in the coolant system expansion volume calculation. Low Level Alarm In addition to low level indication, a low coolant alarm can be used. It should be positioned to be activated at or below the low level. The C-10, C-12, and 3406E Engines have low level alarm features. Bottom Tank The bottom tank, because of its simplicity, is easily overlooked as important to cooling ability. Good bottom tank design includes these considerations:

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Outlet Pipe Coolant outlet pipe should be located diagonally opposite or as far from the coolant inlet as possible. This will provide more uniform coolant flow across the core and prevent direct flow between the coolant inlet and outlet. Restrictions to coolant flow may be reduced by rounding the cooling outlet joint connection instead of leaving a sharp edge at the joint between the outlet tube and bottom tank. Size the outlet tube the same as the engine inlet pipe or opening. Drains Drains should always be threaded plugs. Gate or globe drains are vulnerable to vibration. They are not recommended because of the ease by which they can be accidentally opened or broken off. Height Bottom tank height should be no less than the diameter of the outlet pipe.

performance. They can be installed with a minimum of unswept core area. As a general rule, keep core thicknesses to a minimum with a minimum of 11 fins per inch. Increasing the number of fins per inch does increase the radiator heat rejection for a given air velocity through the core, but at a cost of increasing the resistance to air flow. While the most economical initial cost will be maximum core thickness and fins per inch, this involves higher fan horsepower with consequent operating penalties throughout the life of the installation. In addition, a radiator with more fins per inch is more susceptible to plugging from insects and debris. Heat transfer capacity must be sufficient to meet the minimum ambient temperature recommendation shown in the Truck Engine Data Sheet. This is the ambient air which raises the temperature of the coolant leaving the engine to the radiator to 210F/220/230F (98C/104/110C) under these conditions: water as coolant, 15 mph (24 km/h) ram air and operating air conditioner. Installing an oil cooler or air conditioner condenser in the front of the radiator is the same as increasing radiator core thickness. Consideration must be given to the reduction in airflow and higher ambient temperatures to the radiator when cooling air flows first through the heat exchanger. Experience indicates that the loss in cooling capability due to an air conditioning condenser is the equivalent of 3 to 7F (1.66 to 3.88C) rise in ambient temperature. Make provision for easy inspection and cleaning of the area between cores, since debris is easily trapped between the two cores.

Radiator Horizontal (Cross) Flow

While some of the rules for vertical flow radiators also apply to the cross flow radiator, there are enough differences so that the cross flow design subject should be treated separately. Caterpillar policy is to refer questions regarding cross flow radiator design (especially in respect to water flow and air venting) to a radiator manufacturer of the truck builders choice. However, cooling system performance criteria is the same as for vertical flow radiator designs.

Radiator Filler Cap

A filler cap with 7 psi (48 kPa) minimum pressure relief is recommended with engines having a maximum top tank temperature of 210F (99C). For engines with a maximum top tank temperature of 220F (104C), a minimum pressure relief of 9 psi is recommended. A 14 psi (97 kPa) minimum pressure relief cap is recommended for engines having a maximum top tank temperature of 230F (110C).

Radiator Core
Size the core frontal area as large as possible to minimize restriction to airflow. Low radiator core restriction usually results in the ability to provide a larger diameter, quieter, slower turning fan, which demands less drive horsepower (vehicle restriction should not be ignored). Radiators which are nearly square can provide the most effective fan

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Radiator Mounting
Many types and styles of radiator mountings are in use. These depend at least in part on the radiator design. The important point is that some deflection of the vehicle structure is inevitable. Preventing these deflections from being transmitted into the radiator core is important.

5F2F above the maximum recommended top tank temperature. This alarm is not intended to be used in lieu of meeting the ambient capability goals. Hydraulic retarder coolers, which have higher heat loads, have the same requirements as torque converter coolers. Heat load, however, is calculated at 100% efficiency. The best location for the retarder or torque converter cooler is on the coolant pump discharge before the coolant enters the engine. Caterpillar offers mounted auxiliary coolers in this location for some engines. An alternate cooler location is in the radiator bottom tank or between the bottom tank and the coolant pump inlet. This is the preferred location when a Caterpillar Engine mounted cooler cannot be used. Set an automatic high water temperature alarm for 5F2F above the maximum recommended top tank temperature. Equip the Caterpillar BrakeSaver with a high oil temperature warning light.

Transmission and Retarder Oil Coolers

When a torque converter oil cooler is added to the engine cooling system, the total heat load is the sum of the heat rejection by the engine and the torque converter. To size a radiator for a torque converter, the additional heat load can readily be calculated as heat rejected in Btu/minute = 42.4 x bhp x (100 - Converter Efficiency)/100. For an offhighway application, 70% efficiency point is normally used. An efficiency of 80% is used for an on-off highway application. Heat rejection values at various converter efficiency points can also be obtained from most transmission suppliers. Ambient capability at rated and peak torque +100 conditions must be met as listed for manual transmissions. An automatic transmission may not allow operating at the peak torque +100 point, in which case the engine should be lugged to 100 rpm above the lowest speed before downshifting. The 80% converter efficiency point ambient capability for on-off highway applications should be the same as listed for peak torque +100 rpm. The only exception is for line haul applications with transmissions that have converter lockup in the top gears. These line haul applications can be treated as manual transmission applications. Cement mixers, pickup and delivery, RVs, buses and garbage packers do not qualify as line haul applications. Because of the variety of automatic transmissions with torque converters available and the difference in their operation, consult the transmission supplier for cooling system design criteria. Use an automatic high water temperature alarm whenever a transmission cooler is part of the engine cooling system. Set it for

Fan Recommendations
Diameter and Speed As a general rule, the most desirable fan is one having the largest diameter and turning at the lowest speed to deliver the required airflow. This also results in lower fan noise. Blade tip speed, while one of the elements of cooling fan design, is easily changed with choice of fan drive pulley diameter. An optimum fan tip velocity of 14,000 ft/min (7112 cm/s) is a good compromise for meeting noise requirements and cooling system performance requirements. Fan Performance Proper selection and placement is critical to the efficiency of the cooling system. It requires careful matching of the fan and radiator by determining airflow needed and static air pressure which the fan must overcome. This must be done since most discrepancies between cooling system calculated performance and test results are traceable to the "air side" and directly related to items affecting fan airflow.

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Selection There are two major considerations for proper fan selection: Airflow Airflow needed to provide the required cooling. Sensitivity Select a fan that provides the required airflow, and is relatively insensitive to small changes in static pressure, such that a small change in static pressure does not cause a large change in airflow. Selecting a lower pressure point is not recommended as it could be in the unstable stall area where a small change in static pressure causes a large change in air flow. Performance curves for available Caterpillar fans are shown as Airflow (CFM), Static Pressure Head (inches of water, gauge), and Horsepower. The Caterpillar curves are based on standard air density, an efficient fan shroud, .38 inch (9.7 mm) tip clearance, and no obstructions. This is a theoretical air flow which is seldom possible because of vehicle obstruction. Theoretical airflow sometimes can be approached with the fan in a properly designed engine mounted shroud. Such a close fitting shroud seldom is practical and tip clearance must be increased. A minimum of 0.5 in. (12.7 mm) clearance is generally required. When a fan speed different from those shown in the curves is needed, the additional performance data can be calculated using these fan rules: Fan Laws Airflow varies directly with rpm. Static pressure head varies with rpm. Horsepower varies with rpm3.

positioned, a simple orifice opening in the box shroud is practical. The fan tip clearance must be 0.5 in. (12.7 mm) or less. Fan engagement into the shroud should generally equal 2/3 of the projected blade width (check with fan manufacturer for proper fan to shroud engagement). A properly designed shroud will: Increase airflow. Distribute airflow across the core for more efficient use of available area. Prevent recirculation of air. As a general rule, position suction fans should be no closer to the core than the projected blade width of the fan. Greater distance gives better performance. Consider also that engine-mounted items mounted close to the back side of the fan can introduce vibrations into the fan to cause fan failure and/or increase fan noise.

Air Flow Losses and Efficiency

Obstructions Give particular attention to items restricting airflow, both in front of the radiator and to the rear of the fan. The additive effects of guards, bumpers, grills and shutters in front of the radiator, pulleys idlers, engine-mounted accessories and the engine itself behind the fan, can drastically reduce airflow. Air Recirculation Baffles Experience indicates that cooling during low vehicle speed operation can be appreciably improved by sealing around the radiator to prevent air from inside the engine compartment being recirculated back into the front of the radiator core. The usual method is to bolt or rivet strips of sheet gasket material to the truck sheet metal or the radiator mounting bracket to close the area around the radiator. The baffles are customarily fastened on only one edge so as to provide maximum flexibility. The material used should be oil resistant and suitable for the temperatures involved. The baffle material must be rigid enough and must be located in such a manner that it is not displaced by ram air at higher vehicle speeds.

Fan Shrouds and Fan Location

Two desirable types of shrouds are Venturi and Box. Maximum airflow and efficiency is provided by a tightfitting Venturi shroud. Small fan clearances require a fixed fan or an adjustable shroud. Although they are somewhat less efficient than the Venturi shroud, box-type shrouds are most commonly used. Properly
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Installation experience has shown total system efficiency in the range of 45% to 70%. Loss factors, in addition to air restriction, include: Air density (temperature and altitude) that affects both fan flow and radiator heat rejection, fan tip clearance, shroud efficiency, and recirculation losses. While the value for each of these items may be estimated, test the pilot model to determine if airflow problems exist. Blower Fans Suction fans are generally used on all trucks to compliment ram air. Blower fans are useful only when engines are located in the rear of a vehicle.

Typical Fan Drive

Fan Drive
Overhanging Moment The fan and temperature controlled fan drive must not exceed the design parameters for bearings, brackets, and other installation hardware. For Caterpillar Truck Engine fan drives, the maximum additional moment about the fan bracket to engine mounting face (for fan, thermatic drive, or spacer) is as follows: 3116, 3126, and 3126B fan drive - consult factory. 3208 fan drive with taper roller bearing (Ref. 9N1387) 135 in-lb (15.2 Nm). 3208 fan drive with cartridge ball bearing (Ref. 9N0793). 95 in. lb. (10.7 Nm). C-10, C-12 fan drive - N/A. 3306 fan drives 136 in-lb (15.3 Nm). 3406 fan drives 356 in-lb (40.2 Nm).

Figure 6

F = weight of fan + thermatic drive or spacer L = distance from fan bracket mounting face to the center of gravity of the added weight (fan, thermatic drive, spacer) Maximum additional moment = F x L

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Temperature Control
Minimum Temperature When the coolant operating temperature is below 160F (70.4C), the engine is considered overcooled. Low engine operating temperatures accelerate the deterioration of the lube oil additives which are formulated to minimize the corrosive effect of the sulfuric acid formed from combustion by-products and the corresponding increase in engine wear. Shutters Radiator shutters are used to help control coolant minimum temperatures. Also see paragraph Radiator Shutters/Winter Fronts under Air-to-Air AfterCooling Systems. When using shutters, consider these items: Air restriction: some designs can reduce airflow as much as 20%. Extra space is required for the louver frame. Shutter opening is controlled automatically by shutterstats. Currently, shutter systems fall into two classes - snap type (air operated), which are fully open or fully closed, and modulating type, which open and close gradually. Shutterstat Settings Caterpillar Engines are equipped with either a 180F (82.2C) or 190F (87.8C) start-toopen temperature regulator (thermostat). With the 180F (82.2C) regulator and other than a viscous fan drive, the recommended maximum shutterstat setting for opening the snap type shutters is 195F (90.6C); and with the 190F (87.8C) regulator, the recommended maximum shutterstat opening setting is 200F (93.3C). When a viscous fan drive is used, the maximum shutterstat opening setting should be 170F (76.7C) to allow the shutters to open before the fan is fully engaged. With the modulating type shutters, the shutter control is normally located in the radiator bottom tank; thus, the recommended shutter opening temperature is the same as the engine coolant regulator start to open temperature.

Thermatic Fan Drives A thermatic or thermostatically controlled fan drive may also be used (with or without shutters) to improve temperature control, fuel economy and noise. Thermatic fan drives are supplied in three types: on-off, modulating, and viscous. The recommended fan control coolant temperature setting for the on-off fan clutches is to have the fan turn on 5F (2.7C) below the maximum allowable top tank temperature shown in the Truck Engine Data Sheet. One exception is the 3126 and 3126B engines where the fan clutch turn on temperature should be 205F (96.1C). For a viscous fan drive, refer to manufacturer for the engagement temperature range. For vehicles that do not have ram air to the Air-to-Air AfterCooler system, an additional control is required to turn the fan on when the air to the engine (from the aftercooler core) is above 150F. Shutterless Operation Shutters are not a requirement on Caterpillar engines; however, they will help to maintain the minimum coolant operating temperature in cold climates. Certain combinations of extremely low ambient temperatures and heat loss from engine convection can result in overcooling and insufficient cab heater output. The addition of radiator shutters or a cover winter front are solutions to this problem.

Gauges and Devices

Water Temperature Gauges The size and location of the water temperature gauge connection is shown on the Engine General Dimension Drawing. Be certain the temperature bulb is located in the water flow. Use of a pipe fitting reducer may remove the bulb from the coolant stream and cause an erroneous reading. The gauge should be marked with a red band or warning at the maximum top tank temperature 210F/220/230F and above.

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Warning and Shutdown Devices A large number of warning devices are available to indicate high coolant temperature, low radiator tank level, loss of coolant flow and air in the water. Install them in accordance with the manufacturers recommendations. Set a cylinder head mounted sensing unit so that a warning is given at a top tank temperature of 5F above the maximum allowed top tank temperature (210/220/230F [99/104/110C]). Caterpillar recommends this device be part of every installation and should be of high quality with accuracy of 2F. Depending on engine model, mount this unit in the cylinder head or coolant regulator housing to monitor the coolant temperature before it leaves the engine to the radiator top tank. When a shutdown device is used, set it to shutdown the engine at a top tank temperature of 10F (5.6C) above the maximum allowed top tank temperature (210/220/230F [99/104/110C]). Coolant Heaters Devices which heat engine coolant to provide faster engine warmup are commonly called engine block heaters. They fall into two categories: Internal or immersion type External or tank type. Correct installation of the external type is very important to ensure adequate coolant circulation through the cylinder block and heads when the heater is operating, and to avoid overheating caused when coolant recirculates through the heater during normal engine operation. The principle involved in operation is called thermosyphoning. The heated coolant rises in the tank or block. Since the coolant system is a closed loop, the rising hot coolant will be replaced by cold coolant and circulation results. To prevent coolant bypassing the cylinder heads during engine operation, a

check valve must be included in the block heater circuit. Many external heaters have built-in check valves, but test the heater first before installing it to be sure. Pour water in the outlet of the heater the check valve. It should prevent the water from flowing through the heater. If the block heater chosen does not contain an integral check valve, one must be installed. Install the check valve on the inlet side of the tank. The inlet to the heater can be taken from either the top of the engine or the pump inlet. With a cold engine condition, the radiator bypass line becomes the conduit from the cylinder head to the pump inlet. Direct the outlet from the heater tank upward to the engine connection with no loops or downward turns. If the engine connection is made at the normal block drain, a tee fitting and drain plug in this line is recommended.

Coolant Connections
Coolant connections on Caterpillar Engines, for coolant using devices, fall into one of four classifications as follows: Pump Discharge This is a maximum pressure coolant; a pressure tap is always available for test hookups. When devices require maximum pressure drop across them to get maximum coolant flow, this location is used for supply. The engine return connection is at the water pump inlet. Some engines do not provide access to the pump discharge for coolant using devices. After Engine Oil Cooler This is high coolant pressure. The pressure will be pump discharge pressure minus engine oil cooler pressure drop. Temperature will have been raised slightly from pump discharge temperature. This location is not provided on all engines.

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Top of Engine This is maximum temperature coolant. Top locations can be on the cylinder head or the front cover, but conventionally they are located on the regulator housing. Coolant at this location will be approximately 8 to 15F (4.44 to 8.33C) higher in temperature than at the pump outlet. Pressure will be lower than at the pump discharge or after the engine oil cooler. Some devices can use this location for return coolant if supply has been taken at the pump discharge. Engine temperature will always be taken at the top of the engine. Pump Inlet This is minimum pressure coolant. Most coolant using devices will return coolant to this location. The radiator shunt line is connected here. A test tap is always located here. Additional Cooling System Connections Engine Vent Generally, this is located on the highest access to the engine in order to most efficiently bleed air from the engine to the radiator top tank. Location of Coolant Connections The Truck Engine Installation Drawings book identifies all of the coolant connections for each engine. The size and exact location is also provided.

Air pockets can form in the cooling system, if the cooling system is filled at a rate that is greater than 20 L (5 US gal ) per minute. Never operate without a thermostat in the cooling system. Cooling system problems can arise without a thermostat. Many engine failures are related to the cooling system. Cooling system failures include the following problems: overheating, leakage of the water pump, plugged radiators, and cylinder liner pitting. These failures could be avoided with proper cooling system maintenance. Maintenance of the engine coolant is important to the engine life and to the performance. This maintenance is as important as fuel quality. This maintenance is as important as the maintenance of the system for lubricating oil. Coolant provides three main functions: Cooling - to provide adequate heat transfer Corrosion protection - for cavitation erosion/ corrosion protection Anti-boil/freeze protection Coolant is normally composed of three elements: Water Additives Glycol

Water COOLANT INFORMATION

NOTICE Adding coolant to an overheated engine could result in damage to the engine. Allow the engine to cool before adding coolant. If the vehicle is to be stored in, or shipped to, an area with freezing temperatures, the cooling system must be protected to the lowest outside (ambient) temperature. NOTICE Never use water alone without Supplemental Coolant Additive (SCAs) or inhibited coolant. Water alone is corrosive at engine operating temperatures and does not provide adequate boil protection. Water functions as the heat transfer portion of a coolant. For this reason, it is important to use water that meets the following recommendations. Water that does not meet the recommendations can interfere with heat transfer and can be corrosive.

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Distilled water or deionized water is recommended for use in cooling systems. Do not use hard tap water or salt softened tap water in engine cooling systems. If distilled water or deionized water is not available, use water that meets the minimum requirements that are listed in the following table.
Table 1
Caterpillar Recommended Water Quality Limits Water Property Chloride1 (CI) Sulfate2 (SO4) Total Water Hardness3 Total Solids4 Acidity5
1 2 3 4 5

addition of Supplemental Coolant Additives (SCA) to Diesel Engine Antifreeze/Coolant (DEAC) or by adding Extender to Extended Life Coolant (ELC). Additives must be added at the proper concentration. Overconcentration of additives can cause the inhibitors to drop out-ofsolution. This can cause a gel compound to form in the radiator. An overconcentration of additives can produce deposits on water pump seals that can cause water pump seal leakage. A low concentration of additives can produce the following problems: Pitting Cavitation erosion Rust Scale Foaming

PPM mg per liter Max 40 100 170

grains/US gal Max 2.4 5.9 10

340 20 5.5 pH to 9.0 pH

See ASTM D512b, ASTM D512d, or ASTM D4327. See ASTM D516b, ASTM D516d. See ASTM D1126. See ASTM D1888a. See ASTM D1293.

Glycol
Glycol in the coolant provides anti-boil protection and freeze protection. Glycol in the coolant prevents water pump cavitation. Glycol in the coolant also reduces cylinder liner pitting. For optimum performance, Caterpillar recommends a solution that contains a 1:1 mixture of water and of glycol. Note: Caterpillar engines with air-to-air aftercooling require a minimum of 30 percent glycol in order to prevent water pump cavitation. Most conventional heavy-duty coolant/antifreezes use ethylene glycol. Propylene glycol may also be used. In a mixture that is 50 percent water, ethylene glycol and propylene glycol have similar properties that are relative to the following elements: heat transfer, freeze protection, control of corrosion, and compatibility of the seal. Check the glycol level of the coolant system with the lU-7298 Coolant Tester Group (C) or with the 1U-7297 Coolant Tester Group (F). Tables 2 and 3 define the freeze protection for ethylene glycol and for propylene glycol.

For a water analysis, consult one of the following organizations: The Caterpillar Laboratory for an SOS Analysis The LOCC Corporation Local water department Agricultural agent Independent laboratory

Additives
Coolant additives help in the following ways: Preventing rust from forming Preventing scale and mineral deposits from forming Protecting metals from corroding Preventing cavitation of the liner Preventing coolant from foaming Many additives are depleted during engine operation and these additives need to be replaced. This can be done through the

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Table 2
Ethylene Glycol Concentration 50 Percent 60 Percent Freeze Protection 36C (33F) 51C (60F) Anti-Boil Protection 106C (223F) 111C (232F)

Caterpillar recommends a 1:1 mixture of water and glycol. This mixture of water and glycol will provide optimum heavy-duty coolant/antifreeze performance. Note: Caterpillar DEAC does not require a treatment with an SCA at the initial fill. A commercial heavy- duty coolant/antifreeze that meets ASTM D4985 or ASTM D5345 specifications requires a treatment with an SCA at the initial fill.
Table 4
Coolant Service Life Coolant Type Caterpillar ELC Service Life 966,000 km (600,000 mi) or Six Years 322,000 km (200,000 mi) or Two Years

Table 3
Propylene Glycol Concentration 50 Percent Freeze Protection 29C (20F) Anti-Boil Protection 106C (223F)

NOTICE Do not use propylene glycol in concentrations that exceed 50 percent glycol because of propylene glycols reduced heat transfer capability. Use ethylene glycol in conditions that require additional freeze or anti-boil protection.
Caterpillar DEAC

Commercial heavy duty 322,000 km (200,000 mi) coolant/antifreeze meeting or Two Years ASTM D5345 or TMC RP329 Commercial heavy duty 241,500 km (150,000 mi) coolant/antifreeze meeting or One Year ASTM D4985

COOLANT RECOMMENDATIONS
The following two coolants are used in Caterpillar machine engines: Preferred Caterpillar Extended Life Coolant (ELC) or a commercial ELC that meets the Caterpillar specification (EC-1) Acceptable A Caterpillar Diesel Engine Antifreeze/ Coolant (DEAC) or a commercial heavy-duty coolant/antifreeze that meets ASTM D4985 or ASTM D5345 specifications NOTICE Do not use a commercial coolant/antifreeze that only meets the ASTM D3306 specification. This type of coolant/antifreeze is made for light duty automotive applications.

Extended Life Coolant (ELC)

Caterpillar provides Extended Life Coolant (ELC) for use in the following applications: Heavy-duty diesel engines Natural gas engines Automotive applications The Caterpillar ELC anti-corrosion package is different than other coolants. Caterpillar ELC is an ethylene glycol base coolant. However, Caterpillar ELC contains organic corrosion inhibitors and antifoam agents with fewer nitrites than other coolants. Caterpillar ELC has been formulated with the correct amounts of these additives in order to provide superior corrosion protection for all metals in the cooling system of diesel engines. Caterpillar ELC extends the service life of the coolant to 600,000 miles or six years. ELC does not require the frequent additions of a Supplemental Coolant Additive (SCA). An Extender is the only additional maintenance that is needed at 300,000 miles or one-half of the service life.

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ELC is available in a 1:1 premixed cooling solution with distilled water. A 1:1 premixed solution of ELC will lower the freezing point to 36C (33F). ELC Concentrate can be used to lower the freezing point to 51C (60F) for arctic conditions. Containers of several sizes are available. Consult your Caterpillar dealer for the part numbers. ELC can be recycled. The drained coolant mixture can be distilled in order to remove the ethylene glycol and the water. The ethylene glycol and the water can be reused. Consult your Caterpillar dealer for more information.

Table 5
Amounts of the Caterpillar ELC Extender by Cooling System Capacity Cooling System Capacity 22 to 30 L (6 to 8 US gal.) 31 to 38 L (8 to 10 US gal.) 39 to 49 L (10 to 13 US gal.) 50 to 64 L (13 to 17 US gal.) 65 to 83 L (17 to 22 US gal.) 84 to 114 L (22 to 30 US gal.) 115 to 163 L (30 to 43 US gal.) 164 to 242 L (43 to 64 US gal.) Recommended Amount of Caterpillar Extender 0.57 L (20 fl. oz.) 0.71 L (24 fl. oz.) 0.95 L (31 fl. oz.) 1.18 L (40 fl. oz.) 1.60 L (54 fl. oz.) 2.15 L (72 fl. oz.) 3.00 L (100 fl. oz.) 4.40 L (148 fl. oz.)

Commercial ELC
If Caterpillar ELC is not used, then select a commercial ELC that meets the Caterpillar specification of EC-1 and either the ASTM D5345 specification or the ASTM D4985 specification. Do not use a long life coolant that does not meet the EC-1 specification. Follow the maintenance guide for the coolant from the supplier of the commercial ELC. Follow the Caterpillar guidelines for the quality of water and the specified coolant change interval.

Changing to Caterpillar ELC To change from heavy-duty coolant/antitreeze to the Caterpillar ELC, perform the following steps: 1. Drain the coolant into a suitable container. 2. Dispose of the coolant according to local regulations. NOTICE Do not leave an empty SCA filter on an ELC system. The filter housing may corrode and leak causing an engine failure. Remove the SCA filter base and plug off or by-pass the coolant lines. 3. Flush the system with clean water in order to remove any debris. 4. Use Caterpillar cleaner to clean the system. Follow the instructions on the label. 5. Drain the cleaner into a suitable container. Flush the cooling system with clean water. 6. Fill the cooling system with clean water and operate the engine until the engine is warmed to 49 to 66C (120 to 150F). 7. Drain the cooling system into a suitable container and flush the cooling system with clean water.
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ELC Cooling System Maintenance

Caterpillar ELC Extender Caterpillar ELC Extender is a liquid that is added to the cooling system halfway through the ELC service life. NOTICE When using Caterpillar ELC, do not use standard SCAs or SCA filters. To avoid SCA contamination of an ELC system, remove the SCA filter base and plug off or by-pass the coolant lines. The cooling system should be treated with Extender at 483,000 km (300,000 miles) (one-half of the service life). Use Table 5 to determine the required amount of the Caterpillar Extender.

8. Repeat Steps 7 and 8 until the system is completely clean. 9. Fill the cooling system with the Caterpillar ELC. 10. Attach the Special Publication PEEP5027, Label to the radiator on the vehicle in order to indicate the use of Caterpillar ELC. Note: Clean water is the only flushing agent that is required when the ELC is drained from the cooling system. Contamination of the ELC Cooling System NOTICE Mixing ELC with other products reduces the effectiveness of the coolant and shortens coolant life. Use only Caterpillar products or commercial products that have passed the Caterpillar EC-1 specification for premixed or concentrate coolants. Use only Caterpillar Extender with Caterpillar ELC. Failure to follow these recommendations can result in shortened cooling system component life. In cooling systems that use Caterpillar ELC, do not add Diesel Engine Antifreeze/Coolant (DEAC) as a makeup coolant. Contamination of ELC by DEAC will defeat the advantages of ELC. If the ELC in the cooling system becomes contaminated by more than 10 percent of the total system capacity of DEAC or SCA, perform one of the following operations: Drain the cooling system into a suitable container. Dispose of the coolant according to local regulations. Flush the system with clean water. Fill the system with the Caterpillar ELC. Maintain the system as a conventional Diesel Engine Antifreeze/Coolant (DEAC). Treat the system with an SCA. Change the coolant at the interval that is recommended for the conventional Diesel Engine Antifreeze/Coolant (DEAC).

Extended Life Coolant (ELC) Cooling System Maintenance

NOTICE Use only Caterpillar products or commercial products that have passed Caterpillar EC-1 specification for premixed or concentrated coolants. Use only Caterpillar Extender with Extended Life Coolant. Mixing Extended Life Coolant with other products reduces the Extended Life Coolant service life. Failure to follow the recommendations can reduce cooling system components life unless appropriate corrective action is performed. For the correct balance of antifreeze and of additives, proper care should be taken in order to maintain the concentration of Extended Life Coolant (ELC). Lowering the proportion of antifreeze lowers the proportion of additive. This will lower the ability of the coolant to protect the system from pitting, from cavitation, from erosion, and from deposits. Proper additions to the Extended Life Coolant Note: Do not add ELC Concentrate as a makeup solution for a routine cooling system top-off. The addition of the concentrated Extended Life Coolant will increase the concentration of glycol in the cooling system. During the normal maintenance, use the premixed ELC as a cooling system top-off. This will bring the coolant up to the proper level. Use ELC or use a coolant that meets Caterpillar specifications (EC-1). If the proper coolant is not available, use distilled water or use deionized water. Check the glycol level of the coolant system with the 1U-7298 Coolant Tester Group (C) or with the 1U-7297 Coolant Tester Group (F). Use ELC Concentrate to restore the proper glycol concentration in the coolant system. This should be done before the engine is exposed to freezing temperatures.

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NOTICE Do not use a conventional coolant to topoff a cooling system using Extended Life Coolant. Do not use supplemental coolant additives (SCA) other than Extender in cooling systems filled with Extended Life Coolant. Extended Life Coolant Cooling System Cleaning Note: Cleaning agents are not required to be used at the coolant change interval if the cooling system is already using ELC. Cleaning agents are only required if the system has been contaminated by the addition of some other type of coolant or by cooling system damage. Clean water is the only cleaning agent that is required when ELC is drained from the cooling system. ELC can be recycled. The drained coolant mixture can be distilled. The distillation process can remove the ethylene glycol and the water. Consult your Caterpillar dealer for more information. After you drain the cooling system and after you refill the cooling system, operate the engine while the radiator filler cap is removed. Operate the engine until the coolant reaches the normal operating temperature and until the coolant level stabilizes. As needed, add the coolant mixture in order to fill the system to the proper level.

the initial fill when DEAC is used. The coolant should be sampled after every 24,150 km (15,000 miles) of operation. The results of the coolant sample will regulate the additions of the SCA. The life of the coolant for the Caterpillar DEAC is 322,000 km (200,000 miles) or every two years. Caterpillar DEAC is available as either a concentrate or a 1:1 premixed cooling solution. If concentrated Caterpillar DEAC is used, Caterpillar recommends dilution with distilled water or with deionized water. If distilled water is not available or deionized water is not available, refer to Coolant Information in order to determine the requirements for acceptable water. Commercial Heavy-Duty Coolant/ Antifreeze and SCA If Caterpillar DEAC is not used, select a heavy-duty coolant/antifreeze with a low silicate content that meets ASTM D4985 or ASTM D5345. When a commercial heavy-duty coolant/antifreeze is used, the system must be treated with Caterpillar SCA to a concentration level that is between 3 percent and 6 percent by volume of the system. If a Caterpillar SCA is not used, select a commercial SCA with a minimum concentration of 1200 mg per Liter (70 grains per gallon) or 1200 parts per million of nitrites. Follow the SCA recommended guidelines for the maintenance of the coolant. In all cases, the Caterpillar guidelines for acceptable water must be followed. Note: When you are not using a Caterpillar DEAC, the cooling system must be drained once during every year. The cooling system must be flushed at this time as well. Cooling System Maintenance NOTICE Never operate without thermostats in the cooling system. Thermostats maintain the engine coolant at the proper operating temperature. Cooling system problems can develop without thermostats.

Diesel Engine Antifreeze/ Coolant (DEAC)

In cooling systems that use a heavy-duty coolant/antifreeze, Caterpillar recommends the use of a Caterpillar Diesel Engine Antifreeze/Coolant (DEAC). Caterpillar DEAC is an alkaline single-phase ethylene glycol type antifreeze that contains corrosion inhibitors and antifoam agents. Caterpillar DEAC is formulated with the correct amount of Caterpillar Supplemental Coolant Additive (SCA). Do not use SCA at

65

Check the solution of coolant/antifreeze (glycol concentration) frequently in order to ensure adequate freeze protection and protection from boiling. Check the glycol level of the coolant system with the 1U- 7298 Coolant Tester Group (C) or with the 1U-7297 Coolant Tester Group (F). Consult your Caterpillar dealer for information on coolant testers.

Test the SCA concentration or submit a coolant sample to your Caterpillar dealer at every oil change. After every 24,150 km (15,000 miles), liquid SCA or a SCA maintenance element may be needed. SCA additions are based on the results of coolant analysis. Your Caterpillar dealer has test kits that will evaluate the concentration of additives in Caterpillar DEAC. The following table indicates the amount of Caterpillar SCA that is needed at the initial fill to treat commercial heavy-duty coolant/antifreezes. The table also shows the addition of an SCA for either liquid SCA or for the maintenance elements of a SCA. These additions are for commercial heavy-duty coolant/antifreezes and for Caterpillar DEAC.

Supplemental Coolant Additive (SCA)

Caterpillar SCA effectively prevents corrosion on all metals and Caterpillar SCA effectively prevents the formation of mineral deposits. Caterpillar SCA also prevents cavitation of the liner and Caterpillar SCA eliminates foaming of the coolant.

Table 6
Caterpillar SCA Requirements for Heavy-Duty Coolant/Antifreezes
Caterpillar Liquid SCA Cooling System Capacity in L (US gal) 22 to 30 (6 to 8) 31 to 38 (8 to 10) 39 to 49 (10 to 13) 50 to 64 (13 to 17) 65 to 83 (17 to 22) 84 to 114 (22 to 30) 115 to 163 (30 to 43) 164 to 242 (43 to 64)
1 2 3

Initial Fill

24,150 km (15,000 mi) Maintenance2 0.24 L (8 oz) or one unit 6V-3542 0.36 L (12 oz) or one unit 111-2372 0.36 L (12 oz) or one unit 111-2372 0.47 L (16 oz) or one unit 8T-1589 0.60 L (20 oz) or one unit 111-2372 and 6V-3542 0.95 L (32 oz) or one unit 3P-2044 1.18 L (40 oz) or one unit 3P-2044 and 6V-3542 1.90 L (64 oz) or two units 3P-2044

Spin-on Element 24,150 km (15,000 mi) Maintenance 111-23703 111-23693 111-23693 9N-33683 111-23713

0.95 L (32 oz) one unit 3P-2044 1.19 L (40 oz) or one unit 3P-2044 and 6V-3542 1.42 L (48 oz) or one unit 3P-2044 and 8T-1589 1.90 L (64 oz) or two units 3P-2044 2.37 L (80 oz) or two units 3P-2044 and one unit 8T-1589 3.32 L (112 oz) or three units 3P-2044 and one unit 8T-1589 4.75 L (160 oz) or five units 3P-2044 7.60 L (256 oz) or eight units 3P-2044

9N-37183 two units 111-23713 two units 9N-37183

Use a Caterpillar SCA when you do not use a Caterpillar Antifreeze. Do not exceed the 6 percent maximum concentration. Check with the supplemental coolant additive test kit. Element Assembly.

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Note: Due to the individual engine applications, the maintenance practices need to be periodically reviewed in order to maintain the cooling system.

Supplemental Coolant Additive Element Plumbing The following plumbing recommendations should be used when installing supplemental coolant additive elements. The filter inlet and outlet are ordinary .31 in. (7.9 mm) inside diameter rubber hoses. Connect the hoses to obtain the highest possible coolant pressure differential across the unit. Heater hose connecting points at the coolant pump inlet and the temperature regulator housings are recommended. If uncertain, plumb the inlet to a point on the discharge side of the water pump and the outlet to a point near the water pump inlet. The outlet should be orificed with an .155 in. (3.9 mm) internal diameter orifice. This will prevent excessive coolant flow through the filter which can bypass the radiator core and reduce effectiveness of the cooling system (a .155 in. orifice is a part of Caterpillar elements). Inlet and outlet lines should include shutoff valves so the filter can be serviced without draining the cooling system. The dry charge coolant conditioner is available from Caterpillar as an installed option on the C-10, C-12, and 3406 Engines, and as a not installed option on all truck engines.

Conventional Coolant/Antifreeze Cooling System Maintenance

When you initially fill the cooling system with Caterpillar Diesel Engine Antifreeze/Coolant, it is not necessary to add a Supplemental Coolant Additive. Caterpillar Diesel Engine Antifreeze/Coolant already contains supplemental coolant additive. When you initially fill the cooling system with a commercial coolant that meets the requirements of ASTM D4985, add a supplemental coolant additive. The supplemental coolant additive in Caterpillar Diesel Engine Antifreeze/Coolant and in commercial coolants must be replenished at regular service intervals. See the table for Supplemental Coolant Additive (SCA) in order to determine the correct quantity of liquid supplemental coolant additive to use.

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Air-to Air-AfterCooler System

System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Chassis Mounted Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Turbocharger Air Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Clamps and Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Radiator Shutters/Winter Fronts . . . . . . . . . . . . . . . . . . . . . . . .70 Air-to-Air AfterCooling System Evaluation . . . . . . . . . . . . . . . . . .70 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Pressure Gauges Temperature Measurement Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 Charge Air System Pressure Drop Ambient Temperature Measurement Data Processing

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The function of an Air-to-Air AfterCooled engine cooling system arrangement is to improve fuel consumption and to lower emissions to meet government regulations and in some cases permit increased hp. The success of this cooling system arrangement is dependent on the reduction of engine intake manifold air temperature. The truck builder will need to design and supply portions of the associated componentry into the particular vehicle, similar to other cooling systems.

Baffles of a rubber type material should be provided around the radiator core to prevent engine compartment hot air from recirculating through the cores.

Ducting
Generally, the ducting is made from steel or aluminum material and can be from 3 in. (76 mm) to 4.5 in. (114 mm) in diameter. The smaller size can be considered if the total system does not exceed the charge air pressure drop limitations listed in the Truck Engine Data Sheet. The ends of the ducting must be designed to accept the particular connections selected by the truck manufacturer. Care must be taken to design ducting supports as necessary to prevent vibration and premature connection fatigue.

COOLING SYSTEM DESCRIPTION

The heated charge air from the engine turbocharger is ducted to a chassis mounted cooler (CMC) which is usually positioned in front of the conventional engine radiator. The combined effect of the engine fan and ram air moves cooling air through the CMC and reduces the charge air temperature. The air is then ducted to the engine intake manifold. Peculiar to the uniqueness of each truck design, the truck builder should note the following design guidelines as applied to these components: Chassis Mounted Cooler (CMC) Ducting Connections Turbocharger Air Outlet Clamps and Restraints

Connections
Ducting connections must be designed for high reliability and durability, and because of the relative movement between the engine and CMC there is a need to provide flexibility in the ducting connections. Usually heat resistant silicon hump type hoses are capable of supplying the needed flexibility for long life applications. Refer to Truck Engine Data Sheets for operating temperature and pressure. It is recommended that the hoses be suitable for operation at -40F (-40C), and capable of a proof pressure of 40 psi (277 kPa) at 350F (177C) and a minimum burst pressure of 100 psi (689 kPa) at 600F (316C). Hoses should also be capable of withstanding a negative pressure of 20 in. H20 (5 kPa) to prevent collapse when an engine is being motored downhill. In addition, the hose design must have the capability to withstand flow pressure pulsations and the relative motion of the connecting pipes. These hoses must have the integrity not to distort during engine operation. Care must be taken to ensure that all connections remain tight to prevent loss of air boost pressure which would cause a loss of power and increase fuel consumption, and dirt entry which could cause premature engine wear-out.

DESIGN Chassis Mounted Cooler (CMC)

The CMC and ducting system design must meet the engine intake air cooling and pressure drop specifications given in the Truck Engine Data Sheets, and package within the space confines of the particular vehicle under consideration. Each CMC unit should be inspected after manufacture to ensure minimal charge air leakage. For instance, with the CMC unit sealed and charged to 30 psi (207 kPa), the pressure drop must not exceed 4 psi (28 kPa) in 15 seconds.

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Turbocharger Air Outlet

A selection of turbocharger outlet elbows are available from Caterpillar for adapting to most 3406, C-10, C-12, and 3306 Engine installations. However, the truck manufacturer may choose to provide this elbow for compatibility with a specific truck installation. Any new elbow design must be analyzed and approved by Caterpillar to determine that forces imposed on the turbocharger are acceptable. Pressure tap P1 must be located as illustrated in Figure 7 and at right angle to the bend of the elbow. The 3116, 3126, and 3126B Engine have a hose type connection directly on the turbocharger compressor outlet.

AIR-TO-AIR AFTERCOOLING SYSTEM EVALUATION General

The performance of the total Air-to-Air AfterCooling system must be tested to confirm that the specifications for the particular engine and rating are satisfied. Air to air system specifications are shown on the Truck Engine Data Sheet. The procurement of data to evaluate the Air-to-Air AfterCooling system can be obtained in conjunction with testing to establish the ambient capability of the radiator cooling system. The following additional instrumentation will be required to evaluate the Air-to-Air AfterCooling system.

Clamps and Restraints

Depending on the connections selected, the clamping devices must be capable of a high integrity seal for long life applications, and preventing ducting separation. It is recommended that a double clamping of hump connecting hoses be coupled with beaded ends on duct tubing. Clamps should be of the constant torque (spring) type to maintain a seal even with creep of hose connection material over time. Mechanical devices may need to be devised if the charge air system geometry is not satisfactory to prevent duct separation.

Instrumentation Required
Pressure Gauges Pressure gauges or a manometer, are needed to measure the pressure drop across those Air-to-Air AfterCooling components supplied by the truck manufacturer. Tapped holes (P1 and P2) for the measurement of the pressure drop are provided in the engines turbocharger compressor outlet elbow when provided and the engine intake manifold as illustrated in Figure 7. Proper location for pressure taps are identified on the general dimension drawings. Temperature Measurement (See Figure 7) T1 Ambient temperature thermocouple. T2 An averaging grid of thermocouples for the measurement of cooling air temperature into the charge air cooler. Spread the averaging grid of thermocouples across the face of the charge air cooler. The individual thermocouple sensor tips should not touch the surface of the charge air cooler. Temperature of combustion air to engine turbocharger compressor (tap location supplied by truck manufacturer).

Radiator Shutters/Winter Fronts

To maximize the fuel economy potential with an air-to-air cooling system, the use of radiator shutters or winter fronts is discouraged. However, if extreme cold climates demand the use of winter fronts, the winter front must have a permanent opening of at least 120 in2 (77,419 mm2). Shutter control systems must be developed so that the maximum temperature of the air to the intake manifold never exceeds 195F (91C). It should also be demonstrated that in the event that the radiator shutters malfunction, the engine coolant system reaches overheat condition before the charge air system. In some cases an additional intake manifold air temperature control or warning sensor may be required.
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T3

Cold Charge Air System Air-to-Air

Figure 7

T4

Temperature of combustion air from the turbocharger compressor. The tap that is provided for the measurement of the compressor pressure (P1) can be jointly used for this temperature measurement with the use of a tee. However, the temperature probe must be long enough to be in the air stream. Temperature of combustion air in the engine intake manifold. The tap that is provided for the measurement of inlet manifold pressure (P2) can be jointly used for this temperature measurement with the use of a tee.

15 mph (25 (km/hr) ram air used to qualify the engine coolant cooling system. The engine is loaded at Evaluation speed and hp during both of these tests. There is no need to evaluate the Air-to-Air AfterCooling system at the engines peak torque rating. Charge Air System Pressure Drop Record pressure measurements at the two locations indicated in Figure 7. On the 3406C, 3406E, and 3306C Engines it is not possible to get a true static pressure measurement at the turbocharger outlet P1 due to the turbulence of the air at this point. Test data indicates that 0.3 in. Hg should be subtracted from the pressure measurement taken at point P1 to make this a true reading on these engines only. The corrected pressure measurement at point P1 (measurement pressure -0.3 in. Hg) minus the pressure measured in the engine intake manifold point P2 is the total pressure drop of the charge air system. This pressure drop must not exceed the value given on the Truck Engine Data Sheet.

T5

Test Procedure
As stated previously, the Air-to-Air AfterCooling system can be evaluated in conjunction with the testing to establish the ambient capability of the cooling system components to cool the engine coolant with some exceptions. The Air-to-Air AfterCooling system is to be qualified at 77F (25C) ambient and 30 mph (48 km/hr) ram air in contrast to the 110F (43C) ambient and

71

Ambient Temperature Measurement Temperature measurements should be recorded at the locations indicated in Figure 7. The test must be performed with 30 mph (48 km/hr) ram air. The ambient air temperature (T1) is one of the most important values recorded during the cooling system evaluation. As a guideline for the measurement of the ambient air temperature, it is recommended that a thermocouple be placed 3 to 5 ft (.9 to 1.5 m) directly ahead and mid center of the truck grill. Engineering judgment, particular to each test environment, may require modifications to these guidelines. Data Processing If the test ambient (T1) is not at the prescribed 77F (25C) or the turbo air outlet temperature (T4) does not agree with that stated in the Truck Engine Data Sheets, the following formulas should be applied to the data. e= T4 - T5 (Aftercooler effectiveness) T4 - T2

Note A T4 (spec.) is the value stated for the turbocharger air outlet temperature found in the Truck Engine Data Sheets. Note B This equation corrects fan recirculation and/or heat exchanger cores located in front of the air to air core. Note C T5c is the corrected intake manifold temperature expected when the ambient (T1) is at the required 77F. The corrected intake manifold temperature (T5c) of an acceptable air-to-air system must not be greater than that shown in the Truck Engine Data Sheets for the specified hp rating. Note D The maximum recommended temperature rise from ambient (T1) to the turbocharger inlet (T3) is 20F (11C).

T4c = T4 (spec.) + T3 - T1 (See Note A) T2c = 77 + (T2 - T1) T5c = T4c - e(T4c - T2c) (See Note B) (See Note C)

C indicates corrected value

72

Starting System
General ...........................................................................................74 Batteries..........................................................................................75 Charging System ............................................................................75 Speed Versus Output Characteristics .........................................75 Sizing............................................................................................75 Starting System Wiring...................................................................75 Proper Grounding of Electrical System..........................................77 Starting Aids....................................................................................78 Ether Aids.....................................................................................78 Intake Manifold Heaters...............................................................78

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GENERAL
A truck engine starting system must be able to crank the engine at sufficient speed for fuel combustion to begin normal firing and keep the engine running. This requires adequate battery capacity, a starting motor and cables connecting battery and motor. The following must be observed in order to obtain a satisfactory installation: Electric starters must be 12 or 24 volt DC and use a positive engagement pinion drive; i.e., the pinion is engaged with the flywheel ring gear before the motor begins to turn. Air or hydraulic starters may also be used.

Choose between 12 or 24 volt systems with appropriate battery capacity to start the engine at the lowest expected ambient starting temperature. Use recommendations shown in the table below or the Truck Engine Data Sheet. Provide for use of starting aids as indicated when starting temperatures fall below levels shown in the table below.

Starting Aids
Expected Coldest Temperature
Above 20F (-7C) 20 to 0F (-7 to -18C) 0 to -20F (-18 to -28C) -20 to -40F (-28 to -40C) Below -40F 4 (-40C)

Ether 2, 3 Aid
Available Available Available Recomd Recomd Required

Block Heater
Available Available Available Required Required Required

Larger Alt/Battery
Available Available Recomd Required Required

Intake 1, 2, 3 Air Heater

Available Available Recomd Recomd Required

1 Standard 2 Intake

on 3116, 3126, 3126B, and 3306 Engines. Not available from factory on C-10, C-12 Engines. air heater a preferred option on 3406B/C Engines. 3 Do not use ether aid and intake heater together. Refer to topic Intake Air Heater/Ether Start System in this publication. 4 Consult Factory

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BATTERIES
See the One Safe Source catalog for specifications of batteries obtainable from Caterpillar. The number of batteries in a 12 volt system must not be reduced from the number of batteries in its 24 volt counterpart. To achieve the 12 volt CCA at F ratings shown on the Truck Engine Data Sheet, use four 6 volt batteries in a series-parallel or two 12 volt batteries in parallel. Battery recommendations are based on the use of recommended oil viscosity. Below 10F (23C) it may be necessary to warm the engine oil to reduce engine cranking effort and allow oil to circulate more freely. Nearly all U.S. highway trucks are currently equipped with electrical components of 12 volt capacity. To achieve slightly higher starting motor efficiency and a more favorable power loss ratio in the starting motor cables, a 24 volt starter motor is used in some installations.

Sizing
If the engine speed range, alternator performance curve, and alternator drive ratio are correctly selected, abnormal discharges of the battery will not occur and an oversize alternator to give extra recharge rate will not be required. For any service, the maximum electrical rating (size) of the alternator should be at least 25% greater than the maximum connected continuous load. Use accessory manufacturers' data to determine current draw of such items as heater and air conditioner blowers, solenoids, radios, lights, instruments, electronic engine controls, etc.

STARTING SYSTEM WIRING

Power carrying capability and serviceability are the primary concerns of the wiring system. Select starter and battery cable size from the size/length table. For correct starting system components, see wiring diagrams Figures 8 and 9. The wiring should be protected by fuses or a circuit breaker (not shown on the wiring diagrams). They should have sufficient capacity and be readily accessible for service. Other preferred wiring practices are: Minimum number of connections, especially with battery cables. Positive mechanical connections. Permanently labeled or color-coded wires. Short cables to minimize voltage drop. Ground cable from battery to starter is preferred. Current path should not include high resistance points such as bolted or riveted joints.

CHARGING SYSTEM
A variety of alternators are available from Caterpillar and electric components manufacturers. Caterpillar Truck Engines can be supplied with brackets that allow use of different makes and sizes of alternators. When choosing an alternator, consider these operating factors:

Speed Versus Output Characteristics

Alternators are available with markedly differing performance curves. By knowing the vehicle application, such as pickup and delivery or line haul, an alternator and drive ratio can be selected to cover the anticipated engine speed range.

75

Basic Electrical System for 12 Volt Start

Figure 8

Basic Electrical System for 24 Volt Start

Figure 9
76

PROPER GROUNDING OF ELECTRICAL SYSTEM

See Figures 8 and 9 (on page 76) for basic electrical systems with proper grounding. Proper grounding for vehicle and engine electrical systems is necessary for proper performance and reliability. Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage main bearings, crankshaft journal surfaces, and aluminum components. They can also cause electrical noise. These problems are often very difficult to diagnose and repair. All ground paths must be capable of carrying any conceivable fault currents. An AWG #4 or larger cable is recommended between the engine ground and the frame or starter negative post. AWG #4 wire is recommended to handle alternator currents. A maximum of three ring terminals are to be connected to the engine ground to insure ground connection integrity. Caterpillar recommends splicing like size wires together as a method of reducing ring terminal congestion. A bad electrical ground in the charging circuit can cause a ground through the coolant and the inhibitor can become electrically charged. This can result in erosion/corrosion, particularly of aluminum components in the cooling system. A voltage check should be made between the battery negative post and the coolant. This check should be repeated with the entire truck electrical system off, with the engine cranking, and with the engine and all electrical systems operating. A voltmeter indication of 0 to 0.3 volts is normal. If the voltmeter indication is more than 0.5 volts, the source of the problem should be located and corrected.

To insure proper functioning of the vehicle and engine electrical systems, there must be a direct wire path from the engine ground to the battery negative post. Caterpillar prefers this connection route through the starter negative post. A connection routed to a main frame ground, can also be made if the following guidelines are followed: Connections to the frame must not be made with star washers. Star washers should not be counted on to remove paint from painted surfaces. Use flat washers for this connection, with the paint completely removed in this area. Any paint must be completely removed from the frame rail at the point where the -Battery connection is made. Failure to do so reduces the effectiveness of the connection. The ground path is not made through frame cross members. Bolted connections of frame cross members may not always provide required continuity for this critical connection. Conductive grease or other methods used to reduce/eliminate the affect of corrosion on the frame rail connection. Caterpillar does not recommend a connection from the engine ground to the main frame rail at a connection point different than where the -Battery connection is made. A two-point frame rail connection method depends on frame rail connections. Manufacturing process control of frame rail connections is difficult to control. This multiple frame rail connection scheme is also more difficult to troubleshoot. Some engines have a ground stud to facilitate grounding.

77

Starting motor circuit resistance will be affected by cable size and length, the number of connections in the system, the extent and method of using the vehicle frame as part of the circuit and the possible presence of additional contactors in the circuit. Light duty starting system recommendation for maximum starting system resistance is a total resistance effect of 0.12 volts drop per 100 amperes for 12 volt systems and 0.20 volts drop per 100 amps for 24 volt systems. Maximum total cable lengths which would meet the above criteria when the remainder of the system has a minimum resistance are: (For example the vehicle frame is not used as part of the circuit.)
Cable Size 0 00 000 0000 Maximum Total Cable Length 12 Volt 24 Volt _ 18 ft 14 ft 18 ft 22 ft 23 ft 29 ft 37 ft

Ether Aids
Ether aids control the injection of ether into the engine air intake to begin and sustain combustion until the engine is running (idling) normally. These aids are available as a Caterpillar option for some truck engines. Proper installation is important to avoid injecting an excessive amount of ether into the engine. For ether aids that inject a measured amount, a maximum of 2.25cc per shot is recommended. For continuous flow type aids an ether concentration range of 30-80 parts per million by volume is recommended.

Intake Manifold Heaters

Intake manifold heaters are used on Caterpillar 3306C and 3406C Truck Engines. This device uses a heating element mounted in the intake airstream, which ignites a small volume of diesel fuel, thereby heating the air entering the intake manifold. This improves the engine starting ability at low temperatures. By maintaining the flame for a predetermined duration after engine start, the engine warms up more quickly, minimizing the white smoke sometimes produced at start-up. Note: This device must not be used with other types of starting aids such as ether. Such use can result in explosions and personal injury. The major components in the system include a heater plug, electronic control unit (ECU), fuel solenoid valve, temperature sensor, and oil pressure switch. An indicator light is needed on the dash to show the status of the system. Two decals warning against the use of ether are included with the engine, one to be placed near the air inlet (where starter fluid would normally be introduced) and one to be placed near the indicator light on the dash. A third decal is included with the engine for placement on the driver side sun visor or other suitable location, providing instructions on the operation of the air inlet heater system.

A total resistance effect of .075 volts drop per 100 amperes should be considered more desirable for a heavy-duty 12 volt application typical of highway trucks and where more allowance for maximums in the remainder of system resistance is provided. Maximum recommended total cable lengths for this criteria are as follows:
Cable Size 00 000 0000 Maximum Total Cable Length 24 Volt 9 ft 12 ft 15 ft

STARTING AIDS
Start aids are recommended (and needed) when temperatures fall below levels as shown in the table on page 74. Glow plugs, intake manifold heaters, and/or ether starting aids are sufficient for most conditions with oil and coolant heating necessary in extremely low ambients (refer to Operations and Maintenance Management for further data on cold weather procedures).
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The fuel solenoid valve is factory installed in the return to tank fuel line and mounted to a bracket on the engine (see Figure 10 below). The valve is controlled by the ECU to allow fuel flow to the heater plug after it has been preheated, up to the preprogrammed burn duration. The coolant temperature sensor is factory installed and allows the system to be activated when coolant temperature is below 64F. The oil pressure switch is factory installed in the oil gallery and is used to provide a signal to the ECU that the engine has started. The heater plug must be installed in the air intake elbow, as close to vertical as possible. Mount the ECU in the cab unless it is environmentally sealed. If the ECU is mounted under the hood, it must be mounted

with the wire connections pointing downward to minimize the chance for water entry. The ECU cannot be mounted on the engine. A wiring harness diagram for the heater system is shown in the Truck Installation Drawings book. Note that a 50 amp fuse must be used between the ECU and starter (30 amp for 24V systems), and a 4 to 8 amp fuse is used between the ECU and the ignition switch. A 10 amp fuse is provided in the factory installed harness to protect the oil pressure switch. Refer to the wiring diagram for recommended wire sizes for each circuit. An installation kit is available from Caterpillar which provides the indicator lamp, 50 amp fuse holder, and OEM interface connector hardware, as well as weld boss for the flame plug installation.

Direction of fuel flow after installation of fuel solenoid valve, braided fuel line and heater plug: 1. Fuel Tank 2. Fuel Transfer Pump 3. Secondary Fuel Filter 4. Injection Pump 5. Injection Nozzle 6. Braided Fuel Line 7. Fuel Solenoid Valve 8. Heater Plug

Figure 10
79

Governor and Controls (Mechanically Governed Engines)

Governor .........................................................................................81 Governor Control ............................................................................81 Shaft Movement and Forces .......................................................81 Linkage.........................................................................................81 Lever-Link Systems Shielded Cable Systems Soft Links .....................................................................................81 Starting System Wiring...................................................................81 Energized-to-Shutoff Solenoid .......................................................82 Energized-to-Run Solenoid ........................................................82 Shutoff Shaft ...................................................................................82 Return Springs................................................................................82 Federal Legislation (FMVSS 124)..................................................82 Air-Fuel Ratio Control .....................................................................82

80

GOVERNOR
Diesel engines require a governor system since the fuel is injected directly into the combustion chamber. All mechanically governed Caterpillar Truck Engines have fullrange governors. To control vehicle speed, the truck driver or vehicle operator works directly with the governor spring compression. Stops in the governor are set for engine low idle rpm and high idle rpm. Flyweights govern the engine rpm by controlling fuel delivery thereby maintaining the selected engine speed. In addition to low idle and high idle rpm, the governor and its related attachments provide or control the following functions: Full load power (rack or sleeve setting). Torque rise (torque spring and spacer). Acceleration smoke (fuel ratio control). Engine shutoff.

Example

Figure 11

Succeeding links and levers which proceed towards the operator should be alternately arranged - right angle and then past right angle until the foot pedal is reached. Shielded Cable Systems Shielded cable or push-pull cable designs are sometimes used as governor control linkage. This type of system has one important advantage over the lever-link systems - it will isolate the governor terminal lever from truck cab motion. This feature becomes important as cab mountings and engine mountings become more resilient and, therefore, relative motion between the engine and truck cab becomes greater. A mechanism should be included to insure proper adjustment for full governor shaft travel.

GOVERNOR CONTROL
Depending on engine model, the engine governor on Caterpillar inline truck engines is located on either left or right side. The engine is usually supplied with governor control linkage to the left side of the engine when that engine has a right-side-mounted governor. For application consult the Truck Engine Installation Drawing book.

Soft Links
To minimize the possibility of damage to the governor or governor linkage when contacting the high idle stop, a spring link or springloaded broken lever is used. It is supplied with the truck engine arrangement.

Shaft Movement and Force

See Installation Data Section for travel and force values.

Linkage Engine to Foot Pedal

Lever-Link Systems Lever-link systems are most commonly used. It is also a very commonly misadjusted system. To minimize complaints of excessive high idle pedal forces, the lever-link pieces should be adjusted to give best mechanical advantage at high idle. See example:

STARTING SYSTEM WIRING

Three types of engine shutoffs are available for Caterpillar Engines. In some cases multiple shutoffs can be supplied with an engine.

81

ENERGIZED-TO-SHUTOFF SOLENOID
The energized-to-shutoff solenoid is mounted on the governor shutoff housing. It is usually activated by an instrument panel mounted switch or the key starter switch. The solenoid contains a single coil for pull-in and hold. Consult Caterpillar for voltage and current demand for a particular engine.

holding torque increases with engine rpm, the return spring attachment geometry should be such that maximum spring return torque is applied at low idle and minimum return torque is applied at high idle.

FEDERAL LEGISLATION (FMVSS 124)

This standard establishes requirements for the return of a vehicles throttle to the idle position when the driver removes the activating force from the accelerator control, or in the event of a severance or disconnection in the accelerator system. Even though this regulation is not complex and has had few revisions during the formative period, Caterpillar disclaims any responsibility towards interpretation of this document. Caterpillar supplies throttle linkage for engines with a right side mounted fuel system. Since this is a partial system, it cannot in itself be certified as meeting the requirements in FMVSS 124.

ENERGIZED-TO-RUN SOLENOID
All engines are normally equipped with an energized-to-run shutoff solenoid. It is normally key switch activated. The shutoff solenoid circuit should be a dedicated circuit with no additional accessories or truck systems wired into it. This circuit should be protected with a slow blow fuse. Consult Caterpillar for voltage and current demand.

SHUTOFF SHAFT
This shaft extends from the governor shutoff housing of the scroll-type fuel system. To utilize this shaft, a separate linkage system (usually a push-pull cable) must be provided. The shaft must be held in shutoff position until the engine stops. Consult the Truck Engine Installation Drawing book for mechanical shaft rotation degrees.

AIR-FUEL RATIO CONTROL

A governor-mounted air-fuel ratio control is supplied with most turbocharged Caterpillar Truck Engines. This device prevents the injection of excessive amounts of fuel (that will be sent out the exhaust pipe as black smoke) during periods of engine acceleration. The device also senses engine inlet manifold pressure and is active only during periods of low boost. As the turbocharger reaches full rpm and delivers sufficient air, the control becomes inactive.

RETURN SPRINGS
With the advent of Federal legislation, such as FMVSS 124, requiring dual energy return springs, the possibility of excess pedal force complaints becomes greater. To minimize this possibility, since governor shaft

82

Support System
General Requirements ...................................................................84 Three-Point Mounting ..................................................................84 Acceptable Isolation.....................................................................84 Acceptable Flywheel Housing Bending Moment ........................84 Three-Point Mounting.....................................................................84 Trunnion Mount............................................................................84 Bracket Mount..............................................................................84 Designing for Vibration Isolation.....................................................84 Initial Mount Selection..................................................................84 Data Required..............................................................................84 Prepare Data................................................................................84 Complete Calculations.................................................................85 Analyze Results ...........................................................................85 Repeat Dynamic Analysis ...........................................................85 Flywheel Housing Bending Moment ..............................................85 Allowance for Motion ......................................................................87 Off-Highway Trucks ........................................................................87 Truck Vibration Review...................................................................87

83

GENERAL REQUIREMENTS
To satisfy Caterpillar guidelines for an acceptable engine installation, the following requirements must be met.

Bracket Mount
Some engines are equipped only with a mounting face; others with a rigid bracket off the front cover face. This provision allows more freedom in designing for a desired roll center or mounting stiffness. See the General Dimension drawing for design details on a particular engine.

Three-Point Mounting
This system resiliently supports the engine at a single point at the front (minimal torsional restraint) and at two points (each side) on the flywheel housing or transmission. The result, normally, is a system capable of efficiently allowing the large amounts of truck frame torsional deflection without imparting undue stresses to the mounting pieces of the engine structure.

DESIGNING FOR VIBRATION ISOLATION

The following iterative process outlines the procedure for selecting engine mounts to achieve acceptable isolation.

Acceptable Isolation
Engine mounts must provide acceptable isolation of engine excitation forces from the truck frame and cab.

Initial Mount Selection

Work with mount manufacturers to select a series of mounts that: Will fit into the available space. Will have adequate fatigue life based upon the expected torque and acceleration loads.

Acceptable Flywheel Housing Bending Moment

The engine must be installed so that the simple beam static bending moment at the flywheel housing/transmission joint does not exceed the maximum value given in the Truck Engine Data Sheet for a particular engine. Transmissions creating an overhung moment larger than the maximum recommended must have additional support.

Data Required
Engine weight and mass movements of inertia about its center of gravity. Transmission weight and mass movements of inertia about its center of gravity (include clutch weight). Location and number of engine mounts (and transmission mounts if equipped). Space available for mounts. Spring rates in three perpendicular directions for initial mount selection. Approximate frame stiffness (to compare to isolator stiffness).

THREE-POINT MOUNTING
Two types of front supports are used with Caterpillar engines.

Trunnion Mount
Some engines are equipped with a front cover which has a nose or cylindrical extension. A non-metalic sleeve can be clamped onto the nose of this extension. This arrangement allows engine rotation about the crankshaft centerline. Rear mounts must be provided which adequately locate the engine fore and aft and transmit torque reaction to the vehicle frame.

Prepare Data
Calculate combined center of gravity of engine/transmission package. Calculate mass moments of inertia for engine/transmission package.

84

Complete Calculations
Analyze the engine/transmission package as a rigid mass supported by the isolators; i.e., a 6 degree of freedom model. This computation is best handled with the aid of a computer. The mounting analysis is called normal modes and is available on most of the major Finite Element Programs. In addition, smaller software packages should be available to calculate natural frequencies and mode shapes for six degree of freedom models.

Note: Vibration order = Vibration Frequency (cpm) Engine Speed (rpm) Mount stiffness should be much less than the frame stiffness (approaching a factor of 1/10). Remember that placement of the mounts affects the engine mounting natural frequencies; e.g. spreading mounts laterally will increase the roll mode natural frequency, while increasing the distance between the front and rear mounts increases the pitch and yaw mode natural frequencies, etc.

Analyze Results
Output of the calculations will be six natural frequencies and their associated mode shapes. Construct an interference diagram to determine if objectionable resonances occur in the operating speed range. In general, the following design guidelines should be followed: First order pitch and vertical mode resonance should occur below the peak torque speed, but should be greater than 10-12 Hz to avoid vehicle system modes which can be excited by road induced loads. Firing frequency roll mode resonance should occur at a speed less than 1/3 of engine idle (approximately). For an in-line 6 cylinder engine, the resulting third order mode would be below 10 Hz.

Repeat Dynamic Analysis

Analyze several candidate mounts to obtain acceptable isolation.

FLYWHEEL HOUSING BENDING MOMENT

The maximum bending moment that can be tolerated at the flywheel housing transmission joint is given on the Truck Engine Data Sheet. For determination of bending moment for overhung transmission installations, see Figure 12.

85

Determination of Bending Moment for Overhung Transmission Installation

MX = Static Bending Moment at Flywheel Housing/Transmission L1 = Transmission CG Location W = Weight of Transmission _ Complete with Oil
T

F = Rear Support Lift L2 = Rear Support Location

MX = WT L1 For Static Bending Moment Calculation for Transmission Support Installation use: MX = WT L1 _ FL2

Figure 12

To compensate for transmissions which create a high bending moment due to overhung load, a third mount is sometimes installed. Proper design of the support is essential. Forces and deflections of all components of the mounting system should be resolved. If the third mount is in the form of a spring with a vertical rate considerably lower than vertical rate of the rear engine support, the effect of the mount is in a proper direction to reduce bending forces on the flywheel housing due to downward gravity forces, but the overall effect may be minor at high gravity force levels. The use of supports with a vertical rate higher than the engine rear mount is not recommended since frame bending deflections can subject the

engine/transmission structure to high forces. Another precaution is to design the support so that it provides as little resistance as possible to engine roll. This helps to isolate the engine/transmission structure from truck frame torsional deflection. For engine mount reaction calculations when using a transmission support, see Figure 12. Certain transmissions provide mounting pads which can be utilized to support the rear of the engine. Using this mount is desirable since the transmission overhung mass may be enough so that a transmission support is not needed.

86

ALLOWANCE FOR MOTION

With the mountings now needed to satisfy noise and vibration requirements, engine movement has increased. To prevent interference or fatigue failure, provide flexible sections in the exhaust piping, air intake piping, air compressor line, fuel lines and radiator hoses. Sheet metal and frame clearances must be sufficient to allow for both relative movement and manufacturing tolerances. Also consider engine movement in the design of fan tip clearance with fan shroud and throttle linkage. The clutch linkage must be arranged so that engine roll will not disengage the clutch.

vehicle-frame torsional deflections, and the engine mounts will need to resist larger amounts of torque reaction due to high numerical drive line reduction in low creeper gear.

TRUCK VIBRATION REVIEW

The analysis procedure for selecting engine mounts outlined in the previous paragraphs assumes a rigid truck frame. Utilizing this analysis method will normally produce an acceptable engine mounting system. However, the engine resting on the mounts represents just a portion of a larger dynamic system known as the truck. In the following figure it can be seen that a truck is made up of several components that contribute to its dynamic response and to what the operator feels during operation. To complete a vibration review, the dynamic response of the truck system must be determined through testing.

OFF-HIGHWAY TRUCKS
The mounting system for trucks intended for off-highway service should receive extra care. Not only will the system be subjected to high gravity force loadings, but the off-highway application will cause extra amounts of

Vehicle Spring-Mass System

Figure 13 87

Alignment and Torsionals

Alignment ........................................................................................89 Torsionals........................................................................................89 Engine Damper...............................................................................89

88

ALIGNMENT
Due to the standardization of automotive powertrain components, very few, if any, alignment problems are encountered. When such problems do occur, they usually result from an inadequate engine support system or manufacturing errors. Prior to final engine-transmission installation, detailed alignment procedures should be obtained from the respective clutch and transmission manufacturers. Mis-alignment can lead to premature engine crankshaft or driveline component failure.

ENGINE DAMPER
The front of the crankshaft in all Caterpillar Truck Engines is equipped with a torsional damper. This damper may be a rubber type or a viscous type. Whenever a front power takeoff or automatic transmission is used, a viscous damper is generally required. The factory should be consulted for the correct damper whenever a front power takeoff or automatic transmission is used.

TORSIONALS
Standardization and broad usage of drivetrain components minimizes the possibilities of torsional problems. Regardless of this, always check with the factory when using a new transmission to be sure the torsionals have been checked.

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Auxiliary Braking Devices

Retarding Capability .......................................................................91 BrakeSaver .....................................................................................91 General Description .....................................................................91 Components.................................................................................91 Control System ............................................................................92 Oil System....................................................................................93 Performance and Cooling............................................................94 Installation ....................................................................................95 BrakeSaver Oil Change Period ...................................................95 Exhaust Brakes...............................................................................96 Compression Brakes ......................................................................97 Jacobs Engine Brake...................................................................97 Pac Engine Brake........................................................................97

90

Retarding Horsepower
Engine Model 3208 3116 3126 3306C 3176B C-10 C-12 3406C 3406E 3406E1 3406E2 3406E3 RPM 2800 2800 2600 2600 2100 2100 2100 2100 2100 2100 2100 2100 Exhaust Brake 26 PSI 40* PSI 50 PSI 55* PSI 70 PSI N/A N/A N/A N/A 125 N/A 152 N/A N/A N/A N/A 139 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 160 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 250 N/A 200 N/A N/A N/A N/A 200 N/A N/A N/A N/A 200 N/A N/A N/A N/A 200 N/A N/A N/A N/A 200 N/A N/A
1 2

336A N/A N/A N/A N/A 250 N/A N/A N/A N/A N/A N/A N/A

310A N/A N/A N/A N/A N/A 290 N/A N/A N/A N/A N/A N/A

Jake Brake 312A C346D N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 350 355 N/A N/A N/A N/A N/A N/A N/A N/A N/A

349A N/A N/A N/A N/A N/A N/A N/A 410 N/A N/A N/A N/A

340A N/A N/A N/A N/A N/A N/A N/A N/A ??? 476 399 431

PacBrake P36 P37 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 400 375 N/A N/A N/A N/A N/A N/A N/A N/A

Brake Saver N/A N/A N/A N/A N/A N/A N/A 380 380 380 380 380

* Based on 40 psi at 2400 rpm **Based on 55 psi at 2800 rpm

375 hp & lower 435 - 550 hp 3 600 hp

RETARDING CAPABILITY
The chart above shows the retarding capability of the various devices available for Caterpillar Truck Engines.

BrakeSaver Components
BrakeSaver components shown in Figures 14, 15 and 16 include: Crankshaft mounted rotor running between two stationary stators - one cast in the flywheel housing and the other bolted to the flywheel housing. Flywheel housing mounted stators and associated seals. BrakeSaver control valve, and oil piping. Driver control systems; manual and automatic/manual. Oil cooler and associated piping. Note: Refer to the Truck Engine Data Sheet for oil capacity and maximum allowable oil temperature of the engine with a BrakeSaver.

BRAKESAVER General Description

Available as an option on 3400 Family of Truck Engines, the BrakeSaver hydraulic retarder is an auxiliary braking system for controlling or reducing speeds on long grades or curves when extended or frequent application of the service brakes is not desirable. Unlike other auxiliary brake systems, the BrakeSaver does not impose additional mechanical stresses on the engine. It relies only on hydraulic braking resistance developed by pumping oil against a fixed stator in the flywheel housing and dissipating the retarding heat generated through the engine cooling system. In principle, the BrakeSaver is essentially a stalled fluid coupling. Even when engaged with the vehicle stopped, it will not stall the engine. Since the heat generated by braking is dissipated by the engine cooling system, normal engine operating temperatures are maintained on long downhill runs. The BrakeSaver may be used with other retarding devices such as Jake Brake or Pac Brake. The total braking capability needs to be reviewed with the driveline components capability.

3406 & 3408

Figure 14

91

Figure 15

Control System
The manual control system has a hand controlled air valve which can modulate braking effort from 25% up to full braking power. This system is appropriate for trucks requiring varied braking effort over an extended period of time. The automatic/manual system provides automatic hands off operation in addition to manual control. This system is advantageous in applications having many engagements during a short period of time. As shown in Figure 15, the BrakeSaver is activated by compressed air from the normal truck supply. Air pressure is reduced by the pressure reducing valve to give braking horsepower consistent with the engine model. When the BrakeSaver has a manual control system (optional) or the selector switch of the automatic/manual system is in the manual position, the driver selects the desired braking effort by moving the operator control valve lever.
92

This directs air through the two-way check valve to the BrakeSaver control valve (Figure 17). This valve controls the oil flow to the BrakeSaver and maintains the selected braking effort. Returning the control to the OFF position stops the air supply and air pressure, and the control valve is vented to the atmosphere to disengage the BrakeSaver. When the selector switch is in the automatic mode, the BrakeSaver can be activated by the operator control valve, as in the manual mode, or whenever the accelerator is released providing the clutch is engaged. This completes an electrical circuit to a solenoid valve which directs air to the BrakeSaver control valve. If either the accelerator or the clutch is depressed, the air supply is blocked. Pressure in the control is then vented to the atmosphere to disengage the BrakeSaver. The automatic mode, unlike the manual mode, does not modulate the air pressure and thus provides full braking capacity whenever the BrakeSaver is engaged.

3406 Truck Engine Retarder System

Figure 16

Oil System
As seen in Figure 16, the 3406 BrakeSaver Engine has a two-section oil pump. One supplies oil to the engine, and the other supplies oil directly to the control valve. When control air pressure moves the BrakeSaver control valve spool to the right (Figure 17), engine oil flow is directed to the BrakeSaver. With the control valve spool in this position, it takes about two seconds to fill the BrakeSaver and bring its outlet oil pressure to the operating level. The BrakeSaver average oil pressure, plus a spring force, opposes air pressure and positions the control valve spool to provide the selected rate of retardation. Heated oil flows from the BrakeSaver through the oil cooler and back to the control valve. At this point, the oil flow is divided. A portion goes back to the BrakeSaver to maintain the amount of

braking determined by the position of the control valve spool; the remainder returns to the engine oil pan. As engine speed changes, the control valve senses the change in the BrakeSaver mean oil pressure. It then adjusts the spool to maintain the selected level of retarding within the movement limits of the control valve spool. When the control air pressure is stopped to deactivate the BrakeSaver, the spring force and BrakeSaver mean oil pressure move the control valve spool to the left, closing the BrakeSaver oil inlet. The rotor then pumps oil from the BrakeSaver in less than two seconds. Except for a small amount of oil necessary to lubricate the BrakeSaver seals, all engine oil goes through the oil cooler and returns to the oil pan.

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Performance and Cooling

Total truck retarding horsepower at the wheels is the sum of BrakeSaver engine retarding horsepower divided by driveline efficiency. BrakeSaver engine retarding performance is shown on the curve in Figure 18. Expressed as an equation:
Total retarding hp = BrakeSaver engine hp driveline efficiency

BrakeSaver during retarding is 12,780 Btu/min (225 kW). The BrakeSaver retarding capacity is dependent on engine rpm, with maximum capacity limited by control air pressure occurring at 2100 rpm engine speed. Braking effort thus can be varied by: Increasing and decreasing engine rpm. Modulating control air pressure.

If nominal driveline efficiency for a tandem drive tractor is 85% and BrakeSaver engine retarding horsepower is 380 Bhp the total retarding horsepower becomes:
Total retarding hp = 380 = 447 hp .85

Shifting gears to increase or decrease engine speed. These variables may be used in any combination to match braking requirements as long as the following BrakeSaver performance limits are recognized: Maximum retarding occurs at 2100 rpm engine speed and maximum control air pressure. BrakeSaver will not bring a vehicle to complete halt. It is a retarder, not a service brake.

A BrakeSaver equipped truck must have a cooling system designed to accommodate the heat rejection rate of the BrakeSaver. The heat rejection of the BrakeSaver is considerably higher than the engine heat rejection. The heat rejection of the

Figure 17
94

3406 BrakeSaver Performance

Figure 18

Installation
The BrakeSaver increases the length of the standard 3406 Engine 4.00 in. (101.6 mm). The front and rear support locations are the same as the standard engine. However, driveshaft alignment and length may need to be modified. All necessary engine components, including a larger engine mounted oil cooler, are provided with the BrakeSaver equipped engine. The following items must be provided by the truck or vehicle manufacturer: Control system wiring. Control system tubing and fittings. Mounting brackets for various valves and clutch switch. Mounting for engine oil filter. The accelerator switch is adjustable for a coasting position. This allows the driver to maintain a position when the BrakeSaver is OFF and the engine is not being fueled.

The controls should be located so the driver can operate them without looking away from the road. An installation drawing, containing dimensions and specification installation instructions for the BrakeSaver is shown in the Truck Engine Installation Drawing book.

BrakeSaver Oil Change Period

The recommended oil change period for the BrakeSaver is the same as for the standard non-BrakeSaver equipped engine. Detailed procedures for checking BrakeSaver performance are contained in the engines Service Manuals and are available from Caterpillar Dealer Service Departments.

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EXHAUST BRAKES
Auxiliary exhaust braking devices are approved for use on the 3406, 3116, 3126, 3126B, and some 3208T Engines. The maximum permissible exhaust backpressure at maximum engine braking rpm for the standard 3406C and 3406E Engines is 50 psi (345 kPa). An optional valve spring package for the 3406C will allow 70 psi backpressure. Backpressure for braking is measured at the 1/4 NPT hole in the 3406 exhaust manifold closest to the turbocharger. There are differences in available exhaust braking devices from those with little or no leakage when activated to those with a great deal of leakage. Sliding Gate Type exhaust brakes allow minimal leakage and must have a relief orifice to limit the maximum exhaust manifold backpressure at maximum engine braking rpm to 50 psi (345 kPa). The orifice size required for a specific 3406C maximum braking rpm is as follows: For 3208 T Engines with a steel camshaft and roller cam followers, an exhaust brake is approved with a maximum exhaust

backpressure of 25 psi (172 kPa) at maximum engine braking rpm. All ratings of 240 hp (179 kW) and above have the components as standard which will permit use of an exhaust brake. The components are optional from the factory on the 210 hp (157 kW) and 225 hp (168 kW) @ 2600 rpm ratings. Engines which have exhaust brake capability are stamped with the letters EXBC at the end of the OEM part number space on the engine information plate located on the valve cover. Acceptable braking rpm for all ratings is 2800 rpm. With a sliding gate type exhaust brake which allows minimal leakage, a relief orifice as shown below is required for a maximum backpressure of 25 psi. The exhaust backpressure must not exceed 25 psi (172 kPa) as measured at the tapped hole commonly provided in the exhaust brake.
Orifice Size Maximum Braking rpm 1800 2000 2200 Approx. Retarding hp @ Maximum Braking rpm 160 190 225

.625 (15.9 mm) .687 (17.4 mm) .750 (19.8 mm)

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With a Flapper Type exhaust brake, there is usually leakage around the movable plate. To obtain maximum performance level braking a smaller hole would likely be required. A method to size the hole would be as follows: Start out with a small hole - approximately 0.33 in. (8 mm). Back out any adjusting screw to zero clearance. Connect a pressure gauge to the designated location. Find a hill or tow the truck and read backpressure at the applicable Maximum Braking rpm by slowly closing the flapper plate. (Ensure that maximum backpressure is not exceeded during the test). Modify the orifice as necessary to attain maximum backpressure. The 3116 and 3126 engines have a maximum allowable exhaust backpressure of 55 psi. The 3126B engine is limited to 40 psi at the exhaust brake with 2400 rpm engine speed. The 3306C, C-10, and C-12 engines are not presently approved for operation with exhaust brakes.

COMPRESSION BRAKES Jacob Engine Brake

The Jacobs Manufacturing Company manufactures compression engine brakes, which are specifically designed for use on Caterpillar 3406C, 3406E, C-10, C-12, and the later built 3306B Engines. The Jake Brake comes complete with all attaching components and in-cab controls needed for installation. Certain throttle linkage arrangements, and vehicles equipped with automatic transmissions, require special adapter kits. Authorized Jacobs representatives should be contacted to determine the proper engine brake model and, if needed, adapter kit for your vehicle. The 3406E, C-10, and C-12 electronic engine controls interface directly with the Jake Brake, eliminating the need for any other connections.

Pac Engine Brake

The PacBrake (P36) works similarly in principle to the Jake Brake. However, when combined with an exhaust brake, the combination (P37) develops even greater retarding power.

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Emmisions Noise and Gaseous

Gaseous Regulations .....................................................................99 Nitrous Oxides ...........................................................................100 Particulates ................................................................................100 Low Sulfur Fuel..........................................................................100 Noise.............................................................................................100

98

GASEOUS REGULATIONS
The chart shown in Figure 19 shows the gaseous regulation changes that have occurred through 1998.

U.S. DIESEL EMISSION REGULATIONS

0.25

HC = 1.3
.22

CO = 15.5

Fuel Sulfur - Percent

0.20 0.15 0.10 0.05 0.00 1987 0.8 0.6 0.5

.10 .05

1989

1991

1993 YEAR

1995

1997

1999

2001

10.7

NOx - g/hp-hr

6
0.3 0.1 0

1987

1989

1991

1993 YEAR

1995

1997

1999

2001

0.8

Particulates g/hp-hr

0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1987

.6

.25

URBAN BUS 0.07 1994 URBAN BUS 0.05 1996

.1
1989 1991 1993 YEAR 1995 1997 1999 2001

Figure 19

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Nitrous Oxides
Nitrous Oxide (NOx) levels remained at 10.7 gm/hp-h (6509 g/kW-h) through 1989, changed to 6 gm/hp-h (3650 g/kW-h) Jan. 1, 1990 and changed again Jan. 1, 1991 to 5 gm/hp-h (3041 g/kW-h). A further reduction to 4 gm/hp-h occurred in 1998.

No changes are planned for the current hydrocarbon (HC) level of 1.3 gm/hp-h (791 g/kW-h) or the current carbon monoxide (CO) level of 15.5 gm/hp-h.

NOISE
The 83 dB(A) passby noise level was reduced to 80 dB(A) Jan. 1, 1988 and no further changes are planned. Optional engine noise treatment is available for Caterpillar Truck Engines. Usage of this treatment is determined by the truck OEM. The chart below shows available noise suppression hardware.
Engine Model 3116 3126 Available Noise Hardware 3208 3126B 3306C C-10 C-12 3406C 3406E Block Structural Plate Noise Panels - RH Block - LH Block - Oil Pan - Valve Cover - Front Cover X

Particulates
Particulate requirements went into effect Jan. 1, 1988 at 0.6 gm/hp-h (365 g/kW-h) and remained at this level through 1990. On Jan. 1, 1991, the particulate level was reduced to 0.25 gm/hp-h (152 g/kW-h) and was further reduced to 0.1 gm/hp-h (61 g/kW-h) Jan. 1, 1994. Averaging of NOx and Particulate levels is permitted starting Jan. 1, 1991.

Low Sulfur Fuel

The maximum level of sulfur in the fuel used for certifying the engine was reduced to .10 percent in 1991. The level was further reduced to .05 percent in 1994. No further changes are expected beyond 1994.

X X X X

X X X

X X

X X

X X X

X X X

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Serviceability Guidelines
General .........................................................................................102 Safety............................................................................................102 Tools..............................................................................................102 Maintenance Accessibility ............................................................102 Fluid Compartments .....................................................................102 Filling ..........................................................................................102 Draining ....................................................................................102 Level Checks ...........................................................................102 Filters ............................................................................................103 Air Induction/Exhaust Systems ....................................................103 Cooling System ............................................................................103 Repair Requirements ...................................................................103 Accessibility ...............................................................................103 Adjustment Requirements.........................................................103

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GENERAL
These guidelines apply to Caterpillar Truck Engines installed in on-highway truck chassis, including attachments and auxiliary equipment. Accessibility for servicing of truck engines should be a major consideration in the design of OEM vehicles with all standard and optional accessories installed. Give specific attention to OEM accessories, such as air conditioning compressors, alternators, power steering pumps, radiator supports, and other items whose locations may interfere with engine component serviceability.

All routine maintenance and adjustments should be capable of being performed with normally available hand tools or no tools. Convenient access to a diagnostic tool connection port must be provided in the operator compartment of those vehicles using electronically controlled engines. Sufficient clearance and wire length must be provided to allow electrical connectors to be decoupled and allow the use of breakout tees for troubleshooting.

FLUID COMPARTMENTS Filling

Fluid compartment fill and checkpoints should have easy access on the vehicle. Fluid compartment filler openings should be vertical whenever possible. Filler openings should be located to prevent debris or dirt from falling into compartment during filling. The filler opening should be large enough to accept normally used nozzles and hoses.

SAFETY
Warning labels must be attached in the vicinity of the cooling fan on vehicles with thermostatically controlled fans. These labels provide a warning that the cooling fan may start at any time that the engine is running.

TOOLS
Clearance for tools should be sufficient to insert and remove component mounting bolts. A 90 swing for tools is needed for assembly and disassembly.

Draining
Should be accessible with all accessories in place. Fluid drainage should not contact vehicle and should have direct access to collection in container.

MAINTENANCE ACCESSIBILITY
Engine maintenance functions should be performed with the engine stopped. Engine maintenance should be accessible from ground level. Access to components from beneath the vehicle should be avoided. Frequently maintained points should have direct accessibility without requiring tools for the removal of guard or cover. The use of quick-disconnect fasteners is encouraged. One person should be able to perform periodic maintenance unassisted.

Level Checks
Dipsticks used to check different fluids (for example, engine oil and transmission fluid) should not be interchangeable. Dipsticks should seal tightly when installed in their guide tubes. Fluid level should indicate proper level with vehicle parked on level surface. To eliminate false readings from oil drain in guide tube, the dipstick should be terminated shortly below the low oil mark.

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FILTERS
Adequate clearance should be provided for tightening and removal. Drainage should not contact vehicle when filter is being changed and should have direct access to collection container without spillage. Remote-mounted filters should be located on vehicle where dirt and trash do not accumulate to avoid contaminating the system when opened. Filters should be mounted away from road splash and water runoff areas. Fuel filters and water separators should be mounted in a location which minimizes chances of freezing or wax formation.

Coolant fill and level check locations should be readily accessible. Coolant system drains should be located so drain or splash does not fall on other vehicle components.

REPAIR REQUIREMENTS Accessibility

Removal and installation of major components should be from top or side of vehicle. If it is necessary to remove components from bottom, adequate clearance should be provided without the need to lift the vehicle. Installation and removal of components should be with minimum disturbance of other components. Accessibility for service tools to remove components, including jacks, presses and pullers, should be provided. Clearance should be provided for access to lifting points.

AIR INDUCTION/EXHAUST SYSTEMS

Air cleaners should be mounted away from road splash and water runoff areas. Routing of air induction or exhaust piping should not block service or adjustment points. Removal of air and exhaust piping should be easy to facilitate component removal.

Adjustment Requirements
Operating adjustments should be able to be made on vehicle without removing adjacent components. Example: fan belt adjustment. Maintenance and adjustment locations should be accessible without contacting hot components and exhaust piping, or the hot surface should be shielded. Service personnel should not be exposed to unstable or uncomfortable positions when servicing or removing components.

COOLING SYSTEM
Routing of hoses between engine and radiator should provide maximum accessibility to service and adjustment points. Removing coolant hoses and lines, which necessitates draining the system to access components and make minor repairs, is undesirable.

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Materials and specifications are subject to change without notice.

1998 Caterpillar Inc. Printed in U.S.A.