Water Flow PDF

Gas Engines
Application and
Installation
Guide
G3600
● Cooling Systems
● Heat Recovery
● Lubrication System
LEKQ7255 (Supersedes LEKQ2460) 8-97

G3600 Cooling Systems
Basic System Configurations
Standard Cooling System
Combined Heat and Power Cooling System (CHP)
Low Energy Fuel Engine Cooling System
High Temperature Cooling System
Special Cooling Systems
Basic Operating Parameters
Recommended Temperature Rise
Recommended Inlet Pressures
Temperature Limits
Pressure Limits
Flow Limits
Heat Rejection
Flow Calculations
G3600 Cooling System Design Procedure
Types of Cooling System
System Design Requirements
Temperature Regulators
Inlet Controlled Cooling Systems
Outlet Controlled Cooling Systems
Additional External System Resistances
System Volume
Minimum Pump Inlet Pressure
Expanse Tanks
Full Flow and Remote Flow Expansion Tanks
Expansion Tanks for Inlet and Outlet Controlled
Systems
Sizing Expansion Tanks
System Pressures
Attachment Expansion Tank
Filling and Venting
De-aeration
Radiators
Remote Mounted Radiators
Radiator Design Criteria
Heat Exchangers
Heat Exchanger Design Criteria
Submerged Pipe Cooling
Submerged Pipe Design Criteria
Cooling Towers
Types of Cooling Towers
Cooling Tower Design Criteria
Aftercooler Heat Exchanger Sizing
Interconnection of Engines
Flexible Connections
Piping Supports
Jacket Water Heaters
Cleanliness and Strainers
Serviceability and Isolation Valves
System Monitoring
Customer Connections
Cooling Systems also given in the Customer Connections
section. For more information on cooling
system options please refer to the G3600
Price List.
As with all internal combustion engines
Caterpillar G3600 engines produce heat as a Standard Cooling System
by-product of combustion. As a general rule, The standard cooling system cools the engine
20–40% of the energy input into an engine jacket on one circuit and aftercooler and oil
must be removed by the cooling system. The cooler on the other. The aftercooler and oil
three basic systems that reject this heat are cooler are connected in parallel. This system
the aftercooler, oil cooler and jacket water is available with the option of either an inlet
circuit. Each of these systems have specific controlled or an outlet controlled system.
requirements that must be met in order to
provide a well designed cooling system. The inlet controlled system, see Figure 1,
regulates the jacket water inlet temperature to
All the pressure and temperature values in a minimum of 83°C (181°F) or 93°C (199°F)
this publication are gauge values unless and aftercooler-oil cooler circuit inlet
otherwise specified. All units are in the Metric temperature to a minimum of 32°C (90°F) or
convention with English equivalents in 54°C (130°F) by factory supplied regulators.
parentheses, i.e. meter (feet). Additional
cooling systems topics related to heat The outlet controlled system, see Figure 2,
recovery applications are covered in the next regulates the jacket water outlet temperature
chapter on Heat Recovery. to a minimum of 88°C (190°F) or 99°C
(210°F) and the aftercooler-oil cooler circuit
outlet temperature to a minimum of 64°C
Basic System Configurations (147°F) by factory supplied regulators.
Caterpillar G3600 Engines offer different Generally, inlet control is preferred for heat
cooling system configurations and options to exchanger cooled systems and outlet control
fulfill the customer’s needs. These cooling is used for radiator cooled systems. Refer to
system configurations will be discussed the section on Selection of Inlet or Outlet
separately in the following sections. The Controlled Systems for more information on
cooling system design for the different inlet and outlet controlled systems. The
configurations to calculate flows, connections for the A, B and C ports of the
temperatures and pressure drops across the temperature regulator housing are explained
different circuits is explained in the in the section on Inlet Control and Outlet
subsequent sections. The design of any Control.
cooling system configuration should adhere to
the limits specified in the Temperature Limits, The jacket water circuit and the aftercooler-oil
Pressure Limits and Flow Limits sections and cooler circuit need a minimum expansion
to the guidelines for the quality of the coolant volume provided by separate expansion tanks
specified in the Water Quality section in the or integral with radiators header tanks. Refer
Heat Recovery chapter. Heat Recovery to section on Expansion Tanks for different
systems should follow design guidelines types of expansion tanks, sizing guidelines
specified in the Heat Recovery chapter. and information about factory provided
expansion tanks. Vent lines are required on
The schematics in the following sections both circuits to return to the expansion tank
provide a functional layout of the different and eliminate air traps in the circuit. Refer to
types of cooling systems and do not indicate the section on Venting and Filling for
the scope of supply or specifications of the recommended vent line sizes and venting
components in the system. The various locations.
factory supplied or available components of
the cooling system and those that must be The Figures 3 & 4 show a pictorial view of the
supplied by the customer are shown in the Standard Cooling Systems on G3600 engines.
Customer Connections section. The cooling Additional schematics of the standard cooling
system weld flanges and sizes for customer system with remote flow expansion tank are
connections points for all configurations are
5
Turbo Jacket Water
Vent
Heat Exchanger
Line
Raw Water
Out
Engine Jacket B
A C
83°C (181°F) Temperature Raw Water

Jacket Water 93°C (199°F) Regulator In
Full Flow
Pump Expansion Tank
Raw Water
Out
Oil Cooler
Mixer
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only B Raw
A C Water In
32°C (90°F) Temperature AC-OC Circuit

AC-OC Pump 54°C (130°F) Regulator Heat Exchanger
Full Flow
Expansion Tank
Figure 1. G3600 Standard Cooling System-Inlet Controlled (with full flow expansion tank).
Vent
Line 88°C (190°F) Temperature
Turbo
99°C (210°F) Regulator
A C
B
Engine Jacket
Jacket Water Full Flow Jacket Water

Pump Expansion Tank Temperature Radiator
64°C (147°F) Regulator
Oil Cooler A C
Mixer B
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only
AC-OC Circuit
AC-OC Pump Full Flow Radiator
Expansion Tank
Figure 2. G3600 Standard Cooling System-Outlet Controlled (with full flow expansion tank).
6
Figure 3. Standard Cooling System – G3606 & G3608 engines.
7
Figure 4. Standard Cooling System – G3612 & G3616 engines.
8
given in the section on Expansion Tanks for the circuit. The aftercooler and oil cooler are
Inlet and Outlet Controlled Systems. directly cooled by district water, see Figures 5
& 6. The aftercooler-oil cooler circuit requires
Combined Heat and Power Cooling a customer provided booster pump and does
System (CHP) not require a temperature regulator. The
In applications where the heat energy from automatic derating system on the engine
various engine components is used to provide starts to derate the engine when the
hot water for domestic and industrial end aftercooler water inlet temperature increases
users, the aftercooler, oil cooler and engine beyond 32°C (90°F). The inlet water
jacket are all cooled with the same cold water temperature to the aftercooler in this system
circuit. Typically the raw water in these should not exceed 70°C (158°F).
applications is water from the local utility,
referred to as district water. The engine block The jacket water circuit in this system is
should be cooled by treated water only, so for designed as a closed circuit to control the
these Combined Heat and Power applications quality of the coolant used in the engine
the engine jacket circuit is cooled by treated jacket. The aftercooler and oil cooler can
water in a closed circuit with a heat tolerate higher amounts of contaminants than
exchanger. The district water recovers the the jacket water circuit, permitting district
jacket water heat load from the heat water to be used directly in them. For
exchanger. The Combined Heat and Power additional design guidelines to be followed for
Cooling System is currently offered only on the CHP cooling system, refer to the section
G3612 and G3616 engines. on Design Criteria for Standard Temperature
Systems in the Heat Recovery chapter. The
The jacket water circuit is inlet controlled to a general guidelines for the water quality for
minimum of 93°C (199°F) with factory use in G3600 engines is given in the Water
mounted temperature regulators, engine Quality section in the Heat Recovery chapter.
mounted pump, expansion tank and heat Strainers should be installed permanently in
exchanger. The external system relies on the aftercooler and oil cooler circuit to
district water pressure to flow water through prevent entry of debris into the components
Jacket Water
Heat Exchanger
Turbo Vent
Line
Engine Jacket B
A C
93°C (199°F) Temperature

JW Pump Regulator
Expansion Tank
District Water In
Factory
Orifice Exhaust Heat
M Exchanger
Second Stage
Motor Driven
Pump Aftercooler Oil Cooler
70°C (158°F) Exhaust Heat

Maximum Exchanger
First Stage
District Water
Out
Figure 5. G3600 Combined Heat and Power Cooling System - Option A.
9
Jacket Water
Heat Exchanger
Turbo Vent
Line
Engine Jacket B
A C

JW Pump Regulator
Expansion Tank
District Water In
Motor Factory
Driven Exhaust Heat Orifice
M Exchanger
Pump
Second Stage
Aftercooler Oil Cooler
70°C (158°F)
Exhaust Heat
Maximum
Exchanger
First Stage
District Water
Out
Figure 6. G3600 Combined Heat and Power Cooling System - Option B.
which can easily clog the water passages. The expansion tank cap or radiator cap should be
requirement for strainers in the cooling used to maintain system pressure. Refer to
system is given in the section Cleanliness and the section Pressure Limits for minimum and
Strainers. maximum system operating pressures and
section on Minimum Pump Inlet Pressure for
Low Energy Fuel Engine Cooling pump inlet pressures.
System
Engines operating with landfill gas, digester High Temperature Cooling System
gas or any other low energy fuel need to The ability to produce low pressure steam or
maintain higher cooling circuit operating high temperature water is a necessity for
temperatures for long engine and oil life. This some cogeneration applications. The G3600
helps to prevent condensation of acids formed High Temperature Cooling System, see
during combustion in the oil. On the Low Figure 8, is designed to provide a maximum
Energy Fuel Engine cooling system, see outlet temperature of 130°C (266°F) on the
Figure 7, the jacket water is outlet controlled jacket water circuit. The aftercooler-oil cooler
to a minimum of 110°C (230°F) and the system is similar to that of the Standard
aftercooler-oil cooler circuit is outlet Cooling System can be inlet controlled to a
controlled to a minimum of 64°C (147°F) with minimum of 32°C (90°F) and 54°C (130°F) or
factory supplied temperature regulators. outlet controlled to 64°C (147°F). A customer
Engine mounted pumps supply water for both supplied pump and temperature regulating
the jacket water circuit and the aftercooler-oil system is required to maintain flow through
cooler circuit. the jacket water circuit and the 130°C (266°F)
water leaving the engine can be flashed to
The expansion volume for both jacket water steam in an external boiler or used in the
and the aftercooler-oil cooler circuit should be liquid phase. Steam formation inside the
provided and is typically provided in the engine jacket is not allowed at any time and
radiator tanks. This cooling system must be the control system will shut the engine down
pressurized to prevent steam formation at this if there is any drop in coolant pressure which
high operating temperatures and appropriate leads to steam formation. The operating
10
Vent Line
Temperature
Turbo Regulator
110°C (230°F)
Jacket Water
Engine Jacket Pump
Jacket Water
Radiator
Vent Lines (G3606 & G3608 Only)
Vent Lines (G3612 & G3616 Only)
A C
Oil Cooler
64°C (147°F) C
Mixer Temperature
Box Regulator
Aftercooler
AC-OC Circuit
AC-OC Pump Radiator
Figure 7. G3600 Low Energy Fuel Engine Cooling System.
Pressure &
Steam
Temperature
to Load
Sensors 110°C (230°F)
Engine Jacket Condensate

In
Pressure
Remote Mounted Steam Separator
Switch
Electric Pump
Raw Water
Out
Oil Cooler
Mixer
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only B Raw
A C Water In

Full Flow
Expansion Tank
Figure 8. G3600 High Temperature Cooling System.
11
pressure in the system should be maintained Heat and Power application is shown in
above the minimum specification to prevent Figure 9. This configuration provides four
water from vaporizing to steam inside the different circuits to make optimum use of the
engine which causes serious damage to heat recovery capabilities of each of the
engine components. If the system results in a cooling system components on the engine
combined static and dynamic head of over with a two stage aftercooler. The oil cooler
460 kPa (67 psi) at the engine outlet, use a and first stage of aftercooler require a
heat exchanger to isolate the engine from the customer supplied pump to circulate coolant
system’s high static and dynamic heads. In through them. The jacket water circuit is
sizing the jacket water pump, heat exchangers similar to the jacket water system in the
and other cogeneration equipment, adhere to Standard Cooling System. The aftercooler
limits specified in the Temperature Limits and second stage coolant inlet temperature is
Pressure Limits sections. The design regulated to a minimum of 32°C (90°F) by a
guidelines for the High Temperature Cooling temperature regulator. The aftercooler first
System are given in the High Temperature stage coolant inlet temperature can vary from
System section of the Heat Recovery chapter. 45°C (113°F) to 95°C (203°F). The oil cooler
The Heat Recovery section also has some is on its own circuit and the maximum inlet
more recommended configurations for heat temperature to this circuit is 54°C (130°F).
recovery circuits.
The second two stage aftercooler cooling
Two Stage Aftercooler Cooling Systems system configuration shown in Figure 10 is
The two stage aftercooler, currently offered intended to combine the aftercooler first stage
for G3612 and G3616 engines, is intended to heat load with the jacket water to reduce and
provide high temperature heat recovery for optimize radiator sizing for the complete
Electric Power Generation (EPG) applications engine installation. The second stage
and reduce overall radiator sizing for Gas aftercooler and oil cooler are cooled in
Compression applications. There are two parallel, similar to the Aftercooler–Oil Cooler
coolant stages on the two stage aftercooler, circuit in Standard Cooling System. The
the first coolant stage uses high temperature jacket water–aftercooler first stage can be
coolant to cool the charge air to an cooled by coolant at minimum inlet
intermediate temperature and the second temperatures of either 83°C (181°F) or 93°C
stage cools the air down to engine rating (199°F). The oil cooler–second stage
requirements. The two stage aftercooler can aftercooler circuit has minimum coolant inlet
also allow much higher coolant inlet pressure temperatures of either 32°C (90°F) or 54°C
to both stages than the single stage (130°F) depending on the engine rating.
aftercooler. The two stage aftercooler has
round tubes on the coolant side with
removable end tanks. The coolant tubes are
Special Cooling Systems
mechanically cleanable. The systems discussed so far are the various
production configurations offered. If an
There are a variety of cooling systems application requires special features or a
available for use with the two stage unique cooling system configuration, order
aftercooler on the G3612 and G3616 engines. through the factory using Special Engineering
Two of the most common and distinct Request (SER).
configurations are explained in this section.
There are a total of eight configurations of The schematic of one such special cooling
cooling systems offered in the G3600 Price system with an engine mounted combined
List for use with the two stage aftercooler. jacket water heat exchanger and plate fin oil
Contact the factory for more details on these cooler is shown in Figure 11.
cooling systems.
The most appropriate cooling system for a

two stage aftercooler engine in a Combined
12
To Heat
Exchanger
Engine
Jacket
From Heat
Exchanger
JW Pump 83°C Expansion Temperature
or 93°C Tank Regulator
Customer Stage I
Max 54°C Pump Max 95°C, Aftercooler
1000 kPa To Heat
1000 kPa Exchanger
Oil Cooler Stage I or Heating
Plants
Stage II
Stage II
Customer 32°C or 54°C
Pump 1000 kPa
To Heat Exchanger
or Heating Plants
300 kPa Expansion Temperature

AC Pump Tank Regulator
(Customer
Provided)
Figure 9. Inlet Controlled Cooling System.
Mixer Box
To Heat
Exchanger
Engine
Jacket
From Heat
Exchanger
JW 83°C Expansion Temperature
Pump or 93°C Tank Regulator
Stage I
Aftercooler Mixer Box
To Heat
Stage II Exchanger
Oil Cooler
32°C or 54°C
1000 kPa Max
From Heat
Exchanger
300 kPa Pump Expansion Tank Temperature
(Customer Provided) Regulator
Figure 10. Two Stage Aftercooler cooling systems for G3612 & G3616 Gas Compression Applications.
13
Full Flow
Engine Jacket JW Pump Expansion Tank B
93°C (199°F)
A C
Temperature
Regulator
Jacket Water
Oil Cooler Heat Exchanger
Raw Water Raw Water

In 80°C (176°F) Out
Maximum
Raw Water
Out
Aftercooler
Mixer
Box
Vent
Line
B Raw
A C Water In

Full Flow
Expansion Tank
Figure 11. G3600 Special Cooling System -Combined JW Heat Exchanger and Oil Cooler.
Basic Operating Parameters Jacket Water Circuit temperatures

All engine cooling circuits are designated by Outlet 110°C (230°F)
the inlet or outlet temperature to that circuit. High Temperature Cooling Systems
The basic operating parameters available for Aftercooler-Oil Cooler Circuit temperatures
the G3600 Engine cooling systems are: a) Inlet 32°C (90°F) or 54°C (130°F)
b) Outlet 64°C (147°F)
Standard and CHP Cooling Systems Jacket Water Circuit temperatures
Aftercooler-Oil Cooler Circuit temperatures Outlet 130°C (266°F)
a) Inlet 32°C (90°F) or 54°C (130°F)
b) Outlet 64°C (147°F) Engine Ratings are based on aftercooler water
Two Stage Aftercooler Temperatures temperature, jacket water temperature,
a) Stage 1 45°C (113°F) to 95°C (203°F) compression ratio and ambient conditions.
b) Stage 2 32°C (90°F) or 54°C (130°F)
Recommended Temperature Rise
Jacket Water Circuit temperatures
For efficient and trouble free operation of
Low Compression Ratio engines (9:1)
Caterpillar G3600 Engines the following
a) Inlet 83°C (181°F)
values are recommended for the temperature
b) Outlet 88°C (190°F)
rise across the various cooling system
High Compression Ratio engines (11:1)
components.
a) Inlet 93°C (199°F)
b) Outlet 99°C (210°F) Aftercooler-Oil Cooler
Low Energy Fuel Engine Cooling Systems G3616 10°C (18°F)
Aftercooler-Oil Cooler Circuit temperatures G3612 8°C (14.5°F)
Outlet 64°C (147°F) G3608 9°C (16°F)
14
G3606 7°C (12.5°F) Aftercooler (Two stage)
Aftercooler (Single Stage) Stage 1 12°C (21°F)
G3616 10°C (18°F) Stage 2 11°C (20°F)
G3612 8°C (14.5°F) Oil Cooler 10°C (18°F)
G3608 9°C (16°F) Jacket Water 6°C (11°F)
G3606 7°C (12.5°F)
Aftercooler (Two Stage) The maximum limits for inlet or outlet
Stage 1 10°C (18°F) temperature for coolant in the different
Stage 2 8°C (14.5°F) circuits are:
Oil Cooler
Aftercooler (Single stage) inlet 70°C (158°F)
G3616 8.5°C (15°F)
Aftercooler (Two stage) inlet
G3612 7.5°C (13.5°F)
Stage 1 95°C (203°F)
G3606 & G3608 6°C (11°F)
Stage 2 54°C (130°F)
Jacket Water 4.5°C (8°F)
Oil Cooler (Shell & tube) inlet
Two cooler system
Recommended Inlet Pressures
G3606 & G3608 54°C (130°F)
The recommended range of operating
G3612 & G3616 32°C (90°F)
pressure at the inlet of different circuits are:
Three cooler system 54°C (140°F)
Aftercooler-Oil Cooler Standard Jacket Water outlet,
Cooling System 250–330 kPa (36–48 psi) Non-pressurized 99°C (210°F)
Two Stage Aftercooler Cooling System Pressurized
Stage 1 up to 1000 kPa (145 psi) 28–48 kPa (4–7 psi) 105°C (221°F)
Stage 2 up to 1000 kPa (145 psi) Low Energy Fuel Engine Cooling Systems
Jacket water circuit 83–110 kPa (12–16 psi) 110°C (230°F)
Standard Cooling 225–350 kPa (33–51 psi) High Temperature Cooling Systems
Low Energy Fuel 250–460 kPa (36–67 psi) 130°C (266°F)
Cooling System 300–400 kPa (44–58 psi) The minimum limit for inlet coolant
High Temperature temperatures to the various circuits are:
Cooling System 300–460 kPa (44–67 psi)
Aftercooler inlet 25°C (77°F)
Note: These values of Recommended Oil cooler inlet 0°C (32°F)
Temperature Rise and Recommended Inlet Engine Jacket inlet 0°C (32°F)
Pressures are specified to make most efficient
The maximum allowable lubricating oil
use of the cooling system. In general, for a
temperature to the engine is 85°C (185°F).
cooling system more flow is always better as
Failure to abide by this could result in poor
long as the values are within the maximum
engine performance and or engine failure.
limits as specified in the section on Flow
Limits. Higher values of temperature rise or Pressure Limits
inlet pressure are also allowed if needed for The following combined static and dynamic
specific sites, adhere to the maximum limits pressure limits to the engine cooling system
specified in the section on Temperature Limits components must be maintained to prevent
and Pressure Limits for these. damage to the engine or its components and
ensure good heat dissipation.
Temperature Limits
Caterpillar G3600 Engines should not be Maximum limits:
operated for any reason beyond the following Aftercooler (Single stage) 330 kPa (48 psi)
maximum temperature differential for coolant Aftercooler (Two stage)
across the different circuits. Stage 1 1000 kPa (145 psi)
Stage 2 1000 kPa (145 psi)
Aftercooler-Oil Cooler 12°C (22°F)
Oil cooler (Shell & tube) 1000 kPa (145 psi)
Aftercooler (Single stage) 12°C (22°F)
Engine Block 461 kPa (67 psi)
Pump inlet 145 kPa (21 psi)
15
Caterpillar Expansion Tank 150 kPa (22 psi) • Total Heat Input can be calculated in
Expansion Tank Pressure Cap 49 kPa (7 psi)
MJ/min = BSFC (MJ/kw⫺hr) ⫻ work (kw)
Note: Minimum suction pressures for engine 60 min/hr
mounted aftercooler-oil cooler pump and
jacket water pump at various operating or
temperatures are given in the section Btu/min = BSFC (Btu/hp⫺hr) ⫻ hp
Minimum Pump Suction Pressure. 60 min/hr
Flow Limits Total fuel consumed in SCMH (SCFH) is

There are some established maximum flow obtained by dividing the total heat input by
limits for specific Caterpillar G3600 engine the heat content of the fuel, Lower Heating
components to prevent erosion of the coolant Value (LHV) in MJ/SCM (Btu/SCF).
passages.
• Work Output is the total horsepower
Aftercooler (single stage) lpm (gpm) developed. It is expressed in kW (Btu/min)
G3606 & G3608 800 (212) where one horsepower= 0.7457 kW
G3612 & G3616 1475 (390) (42.4 Btu/min)
Oil cooler (shell & tube) 1000 (265)
Aftercooler–Oil Cooler (Standard) • Jacket Water heat rejection is the total
G3606 & G3608 1800 (476) amount of heat transferred to the engine
G3612 & G3616 2475 (655) jacket cooling circuit.
Aftercooler (Two stage)
Stage 1 1000 (265) • Aftercooler Heat rejection is given for
Stage 2 1000 (265) standard conditions of 25°C (77°F)
Cylinder block (Engine jacket) ambient and 150 m (500 ft) altitude. This
G3606 & G3608 1600 (422) heat rejection increases for higher ambient
G3612 & G3616 3000 (794) temperatures and higher altitudes. On
G3600 engines a constant aftercooler air
Heat Rejection outlet temperature is required for the
engine. As air temperature into the
Before a cooling system can be designed, the
aftercooler goes up, so does the heat load
designer must understand how much heat is
that must be removed. As the ambient air
being rejected by each of the engine
pressure decreases with altitude, the
components. This information is generally
turbocharger must impart more energy to
available in the TMI and Technical Manual
the incoming air to get it up to the required
available for the G3600 engines. The following
boost pressure. Use the Aftercooler Heat
guide will help the designer in interpreting
Rejection Factors given in the Technical
and applying the heat rejection data.
Manual or G3600 Specification Sheets to
The theory of heat balance states that heat adjust for ambient and altitude conditions.
input into the engine should equal the sum of Failure to properly account for these
the heat output and work output. factors could cause the engine to detonate
and shutdown due to overheating.
Formula:
• Oil Cooler heat rejection is the amount of
Total Heat Input = Work output + heat transferred from the lubricating oil to
Jacket Water heat rejection + the cooling system.
Aftercooler heat rejection +
Oil Cooler heat rejection + • Total exhaust heat load is the total energy
Total Exhaust heat load + available in the exhaust gases when it is
Radiation cooled from the stack temperature down to
standard conditions of 25°C (77°F). Values
shown are lower heating values and do not
include the heat of vaporization.
16
• Radiation is the amount of heat energy loss Flow Calculations
from the engine surface into the engine The first step in the design of a cooling
room or surrounding ambient. system is to calculate the flow required for
each circuit to transfer the heat load from the
In every calculation using the engine data, engine components to the Heat Exchangers
there is a tolerance band or a deviation from or Radiators.
norm. When using the heat rejection data for
engine components use the following Flow (L/min) = Heat Rejection (kW)
tolerances. ⌬T (°C)⫻ Density (KG/L) ⫻
Specific Heat (kW.min/KG.°C)
Total Heat Input ⫾2.5%
Jacket Water heat rejection ⫾10% Flow (Gal/min) = Heat Rejection (Btu/min)
⌬T (°F)⫻ Density (lb/Gal) ⫻
Aftercooler heat rejection ⫾5%
Specific Heat (Btu/lb.°F)
Oil Cooler heat rejection ⫾20%
Total Exhaust Heat energy ⫾10% ⌬T = Outlet Temperature – Inlet Temperature
Radiation ⫾25% for that circuit. Density and Specific Heat can
Recoverable Exhaust ⫾10% be used from the following table:
Recoverable exhaust heat is not a separate A small tolerance should be added to this
component of the heat balance equation, but it calculated flow to account for possible
is the customary number used in heat variances.
recovery calculations. It represents the heat
energy available when cooling the exhaust Design Flow = Calculated Flow ⫹ 10%
from stack temperature to 177°C (350°F)
The following table shows the density and
unless specified otherwise. If exhaust
specific heat capacities for the different
temperature other than 177°C (350°F) is
coolant media used in cooling systems. The
desired, the recoverable heat can be
values on the last column show the Density
approximated by the following formula. The
multiplied by the Specific Heat capacity, this is
actual formula used to calculate the TMI data
a good indicator of the heat absorption
is more complex and requires data not
capacity of the coolant. Flow calculations
available in published sources. The exhaust
should be done with the correct coolant
gas flow given is at standard pressure and
properties to get the right heat transfer.
stack temperature.
Heat rejection in kW (Btu/min) Specific Heat

Density kW min/ Sp. Ht x Den.
kg/l kg °C kW min/l °C
Q = Cp ⫻ M ⫻ (T1 ⫺ T2) (lb/gal) (Btu/lb. °F) (Btu/Gal. °F)
Pure Water 0.98 0.071 0.0696
Cp = Specific Heat of Exhaust Gases: (8.1) (1.00) (8.1)
KJ/KG. °C (Btu/lb. °F) 50% Ethylene 1.03 0.060 0.0618
Glycol– (8.6) (0.85) (7.31)
1.107 (0.264) for Natural Gas Engines 50% Water
M = Mass flow of exhaust gases 50% Propylene 1.01 0.065 0.0657
kg/min (lb/min) from Technical Manual Glycol– (8.4) (0.92) (7.728)
50% Water
T1 = Temperature of Exhaust gases from
Engine in °C (°F) from Technical
Manual For engine mounted pumps the external
T2 = Temperature of Exhaust gases at the resistance corresponding to the design
coolant flow for different engine speeds can
outlet of Heat Recovery Silencer in °C
be determined from the External Restriction vs
(°F)
Coolant Flow charts given in subsequent
sections (see Figures 17–22). For circuits not
Refer to the Heat Recovery chapter for a using an engine mounted pump use the
sample calculation of the recoverable exhaust Internal System Restriction vs Flow charts to
heat energy. determine the pressure rise required
17
corresponding to the design coolant flow (see Available External Restriction =
Figures 23–31). External Restriction from the chart ⫺
Internal Restriction from Figure 15
This data is also available in the TMI. Since corresponding to the design coolant flow.
TMI is updated more frequently than this
G3606 & G3608
publication, in the case of conflicting data ➤
between this guide and TMI, use TMI P6

➤ ➤
➤
information. ➤
➤
➤
➤
The following charts can also be used to ➤

➤
verify the flow of coolant by measuring the P5 ➤

➤ ➤
➤
➤
pressure drop at inlet and outlet of the
➤
circuits. When verifying flow with the charts, ➤
➤
it is very important to ensure that the P4
➤
➤
pressure measurements are taken at the ➤

➤
➤
P3
recommended locations for accurate P1 ➤
P2
comparison with the given charts. The
G3612 & G3616
recommended pressure measuring locations ➤
➤
for both Jacket Water and standard P6 ➤
➤
➤ ➤
➤ ➤
Aftercooler-Oil Cooler circuit are shown in ➤ ➤
➤
Figure 12 and for the Aftercooler and Oil ➤

➤
➤
➤
➤
➤
➤
cooler individually are shown in Figure 13. ➤
➤
➤
The measuring locations for two stage P3
➤
➤
➤
➤
Aftercooler are shown in Figure 14. Even P5 ➤
➤
➤
some of the minor components in the cooling ➤
➤
system like the mixer box and other castings ➤ ➤
P4
introduce significant restriction to flows and ➤ ➤
should be appropriately accounted for in the P1 P2

pressure drop measurements. External
resistance measurements should be taken
Jacket Water External Restriction = P6 – P4
with blocked open temperature regulators, Jacket Water Internal Restriction = P5 – P6
with no bypass flow. Recommended pressure Aftercooler-Oil cooler External Restriction = P3 – P1
measuring locations on Engine and customer Aftercooler-Oil cooler Internal Restriction = P2 – P3
side of cooling system are also discussed in
Figure 12. Measuring points on G3600 Engines for
the section on System Monitoring.
External and Internal Restriction
For G3600 cooling systems provided with G3612 & G3616 Separate Circuit
Caterpillar package mounted expansion tanks ➤
➤
➤
➤
and temperature regulators for the jacket ➤ ➤ ➤
water system, the internal resistance of the ➤

➤
➤
➤ ➤
expansion tank and the temperature regulator ➤
➤
housing should be subtracted from the jacket

➤
➤
➤
➤
➤ ➤
➤
water external restriction value obtained from ➤ ➤

P2 AC OUTLET
➤
the charts. In these systems the external ➤ ➤

P1 AC INLET
➤
➤
P4 OC OUTLET
resistance available is between the water inlet
➤
and outlet of the regulator housing as shown ➤ P3

in Figure 14. The internal restriction of the OC INLET
expansion tank and temperature regulator

housing is given in Figure 15. So, for engines
with module mounted expansion tank and Aftercooler Internal Restriction = P2 – P1
temperature regulator housing, Aftercooler Internal Restriction = P4 – P3
Figure 13. Internal Restriction Measuring points

for Oil cooler and Aftercooler individually
18
P2
AC Stage 1 Outlet
P1
AC Stage 1 Inlet
P4
AC Stage 2 Outlet
P3
AC Stage 2 Inlet
Aftercooler Stage 1 Internal Restriction = P1 – P2

Aftercooler Stage 2 Internal Restriction = P3 – P4
Figure 14. Internal Restriction Measuring Points for Two Stage Aftercooler.
Engine Mounted
Temperature Expansion Tank
Regulator
Housing
From
Engine
P1
P2
To Heat From Heat

Exchanger Exchanger
Jacket Water Circuit External Restriction = P1 – P2

(Taken when Temperature Regulators are fully open)
Figure 15. Jacket External Restriction for Engines with Module Mounted Expansion Tanks.
19
30
Internal System Restriction KPa

25
20
15
10
400 800 1200 1600 2000 2400 2800 3200
Water Flow L/Min
Figure 16. Internal Restriction for Module mounted expansion tank and temperature regulator.
G3606 & G3608 External Resistance vs. Coolant Flow

psi kPa Jacket Water Circuit
250
225
30
200
1000 RPM
175
External Restriction
150
20 900 RPM
800 RPM
125
750 RPM
100
10 75
50
25
750 900 1050 1200 1350 1500 1650 L/Min
g/Min
200 250 300 350 400
Water Flow
Figure 17. Refer to Figure 10 for measuring locations..
20
G3606 & G3608 External Resistance vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
250
225
30 1000 RPM
200
175
900 RPM
150
20 800 RPM
125
750 RPM
100
10 75
50
25
400 550 700 850 1000 1150 1300 1450 1600 L/Min
g/Min
100 150 200 250 300 350 400
Water Flow
Figure 18. Refer to Figure 10 for measuring locations.
G3612 External Resistance vs. Coolant Flow

Jacket Water Circuit
psi kPa
250
1000 RPM
225
30
200
900 RPM
External Restriction KPa
175
800 RPM
150
20
750 RPM
125
100
10 75
50
25
1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 L/Min
g/Min
350 400 450 500 550 600 650 700 750
Water Flow
21
psi kPa
250
225
30
200
1000 RPM
175
150
900 RPM
20
125 800 RPM
750 RPM
100
10 75
50
25
1200 1400 1600 1800 2000 2200 2400 L/Min
g/Min
350 400 450 500 550 600
Water Flow

psi kPa
250
225
30
200
1000 RPM
175
900 RPM
150
20
800 RPM
125
750 RPM
100
10 75
50
25
1500 1700 1900 2100 2300 2500 2700 2900 L/Min
g/Min
400 450 500 550 600 650 700 750
Water Flow
22
psi kPa
250
225
30
200
1000 RPM
175
150
900 RPM
20
125
800 RPM
750 RPM
100
10 75
50
25
1200 1400 1600 1800 2000 2200 2400 L/Min
g/Min
350 400 450 500 550 600
Water Flow
G3606 & G3608 Internal System Restriction vs. Coolant Flow

psi kPa
300
40
250
Internal System Restriction
30
200
150
20
100
10
50
0
400 600 800 1000 1200 1400 1600 1800 L/Min
g/Min
150 200 250 300 350 400 450
Water Flow
23
psi kPa
150
20
125
15
100
75
10
50
5
25
0
500 650 800 950 1100 1250 1400 1550 L/Min
g/Min
150 200 250 300 350 400
Water Flow
G3612 Internal System Restriction vs. Coolant Flow

psi kPa
200
25 175
150
20
125
15 100
75
10
50
5
25
0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 L/Min
g/Min
300 350 400 450 500 550 600 650 700
Water Flow
24
psi kPa
200
25 175
Internal System Restriction 150

20
125
15 100
75
10
50
5
25
0
800 1000 1200 1400 1600 1800 2000 2200 2400
g/Min
250 300 350 400 450 500 550 600
Water Flow

psi kPa
250
225
25
200
20 175
150
15 125
100
10
75
50
5
25
0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 L/Min
g/Min
300 350 400 450 500 550 600 650 700
Water Flow
25
psi kPa
250
225
25
200
20 175
150
15 125
100
10
75
50
5
25
0
900 1100 1300 1500 1700 1900 2100 2300 L/Min
g/Min
250 300 350 400 450 500 550 600
Water Flow

Oil Cooler (Shell & Tube Type)
psi kPa
8 70
2 Section
Oil Cooler
7 60
6
50
3 Section
5 Oil cooler
40
4
30
3
20
2
10
500 600 700 800 900 1000 1100 L/Min
g/Min
150 200 250
Water Flow
26
Single Stage Aftercooler
psi kPa
375
50
325
40 275
225
30
175
20
125
10 75
25
500 700 900 1100 1300 1500 1700 L/Min
g/Min
150 200 250 300 350 400 450
Water Flow
G3612 & G3616 Internal Restriction vs. Coolant Flow

Two Stage Aftercooler
psi kPa
180
25 Stage 2
Stage 1
155
20
130
15
105
10
80
5
55
30
500 700 900 1100 1300 L/Min
g/Min
150 200 250 300
Water Flow
27
G3600 Cooling System Design Types of Cooling System
Procedure There are two basic types of cooling systems,
The discussion in the previous sections are open and closed. Examples of each are given
summarized in this section to present a below.
simple step by step procedure for design and
sizing of cooling systems for G3600 engines. Open Systems (not recommended):
Cooling Tower (without heat exchanger)
• Obtain Heat Rejection for any particular Spray Pond
component (AC, OC, etc.) from the G3600 Body of Water
Technical Manual or Performance
Specification Sheets. For cooling system Closed Systems:
design use the maximum Heat Rejection Radiator
(nominal ⫹ tolerance) value. Heat Exchanger
Cooling tower (with Heat Exchanger)
• Select a temperature rise for the circuit. Evaporative Cooler
The section on Recommended Temperature
Rise gives recommended values for all In the open system, the cooling water is
components. The temperature rise should exposed directly to air and is cooled by
not exceed the maximum limits specified in evaporation and water-to-air heat transfer.
the Temperature Limits section at any time. About 75% of the total heat is removed by
evaporation and 25% by transfer. The
• Depending on the coolant used (water, 50% continued process of evaporation means that
glycol, etc.), the appropriate density and any scale forming salts present in the water
specific heat values should be used. The will gradually be concentrated and the water
table in the section Flow Calculations gives may pickup further contaminants from the air.
these values for standard atmospheric These impurities can result in the formation
conditions. These values can be used for of scale on the walls of the coolant passages
cooling system calculations even at higher in the engine, decreasing the cooling system
temperatures. efficiency which may result in overheating.
Refer to the section on Water Quality for
• The calculation of the coolant flow is specifications for coolant acceptability. Open
explained in the section on Flow cooling systems are not recommended except
Calculations. Ensure that the design when specific precautions have been taken to
coolant flow is below the maximum limits accommodate the above problems in an open
given in the section Flow Limits. system, such as using cleanable components
like aftercooler and oil coolers. Since these
• Once the design coolant flow is obtained,
are not presently offered on the G3600
the external resistance values can be
engines, the use of open cooling system is
obtained if it is a standard AC-OC or JW
restricted.
circuit with engine mounted pump.
Otherwise the flow can be used to In the closed system, proper water treatment
determine the internal system restriction of can virtually eliminate scale formation and
the circuit for sizing external pumps. If corrosion. The cooling water does not come
module mounted expansion tank and into direct contact with the air. It is cooled by
temperature regulator is used, correct for a process of heat transfer to a cooler medium,
its internal restriction. usually air or water. The amount of water in
the engine closed system is relatively small
and confined, can be economically treated.
28
System Design Requirements Factory supplied temperature regulators are
Engine cooling systems must: provided for most applications for G3600
engines either assembled with the factory
• Maintain a required minimum operating packaged cooling system or shipped loose to
temperature be connected with the customer’s cooling
system. The factory supplied temperature
• Provide sufficient water pump inlet regulator is only capable of controlling the
pressure to prevent pump cavitation minimum temperature of the cooling circuit
and can not control the maximum
• Vent air introduced into the system by
temperature. Once the temperature of the
filling, leaks and engine combustion
cooling system has reached the full open
• Allow filling without air entrapment (false temperature of the regulator, the regulator
fill) does not bypass any flow and this condition is
known as full open flow. The engine
• Reject heat from the jacket water and monitoring system provides warnings and
aftercooler-oil cooler circuit at greatest shutdown for high water temperature on
engine load, highest ambient temperature cooling systems.
and altitude
There are two basic methods of thermostatic
The following topics describe how these are control of minimum operating temperature in
accomplished by following recommended cooling systems, inlet controlled and outlet
cooling system design practices. controlled.
Temperature Regulators Inlet Controlled Cooling Systems

The function of the temperature regulator is Inlet controlled cooling systems, see
to control minimum operating temperatures Figure 32, are designed to provide a
of the engine cooling system. All cooling consistent temperature at the inlet of the
systems must have a method of maintaining cooling circuit, jacket water or aftercooler-oil
minimum operating temperature. If minimum cooler. This is done by placing the sensing
operating temperature is not maintained, bulb of the temperature regulator in the inlet
severe maintenance problems may result. flow to the circuit, see Figure 33. If the inlet
flow from the heat exchanger is cooler than
the minimum opening temperature of the
B
Engine
Expansion
Thermostat
Tank C
A
Return
Outlet
Heat Exchanger Engine Driven Piping

J. W. Pump Part of engine
Caterpillar supplied
A – B: Cold Flow when heat exchanger is
A – C: Full External Flow mounted on oilfield base
Figure 32. Inlet Controlled Cooling System.
29
Temperature
Temperature Bulb Side Bulb Side Regulator Housing
Regulator Housing
B A A B
From From
Engine To Engine/ Engine
To Engine
Expansion Tank C
C
To Heat From Heat To From

Exchanger Exchanger Radiator Radiator
Figure 33. Inlet Controlled Regulator layout. Figure 34. Outlet Controlled Regulator layout.
C
Engine
Thermostat
Outlet
B
Radiator
Bypass
Line
Return
A
Piping
Engine Driven
J.W. Pump Part of engine
B – A: Cold Flow Supplied by packager
C – A: Full External Flow or radiator supplier
Figure 35. Outlet Controlled Cooling System.
temperature regulator, the regulator then recommended for G3600 engines cooled by a
balances the cool water from the heat heat exchanger or cooling tower.
exchanger with the bypass flow (hot water
directly from the engine) to provide the Outlet Controlled Cooling Systems
correct temperature water at the inlet. Outlet controlled cooling systems, see
Figure 35, are designed to provide a constant
As shown on Figure 33, for a factory supplied outlet temperature of coolant from the engine.
temperature regulator assembly, the bulb side This is accomplished by placing the sensing
of the temperature regulator housing, A, is bulb of the regulator on the outlet side of the
connected to the inlet of the pump for an inlet circuit, see Figure 34 and controlling the flow
controlled system. The port B is connected to between the bypass circuit and the cooling
the tee which gets the supply from the engine circuit. As the outlet temperature becomes
and sends it to the heat exchanger. The other higher than the opening temperature of the
port, C, is connected to the cold water supply regulator, water is allowed to flow to the
from the heat exchanger. The inlet controlled cooling system. If water is too cool, the water
systems, as will be explained in the is directed through the bypass and is
subsequent section, are strongly recirculated through the engine without being
cooled.
30
For outlet control systems, the factory with a radiator, since the outlet pressures are
supplied temperature regulator assembly is in the same range as the structural capability
plumbed with the bulb side of the housing, A, of some solder tube radiators. Outlet
connected to the outlet of the engine as controlled systems tend to isolate the cooler
shown in Figure 34. The port B is connected from the pressure during bypass operation.
to the tee which branches to the inlet of the
pump and accepts the cold water from the Nuisance high temperature shutdowns can be
radiator. The port C is connected to the line experienced with an inlet controlled system if
sending the hot water to the radiator. the system flow is inadequate. This is true
even if there is adequate cooling capacity in
Factory supplied temperature regulators are the system. The inlet controlled system
assembled inside the same housing for both provides a fixed temperature coolant to the
inlet control and outlet control. If the engine independent of the amount of flow. If
regulator assembly is shipped loose to be the flow is low, the temperature rise across
plumbed at the customer site, care should be the engine will be high. If the temperature
taken to plumb the temperature regulator rise is higher than the maximum allowable
housing appropriately for inlet or outlet outlet temperature the engine monitoring
control system. Please refer to the installation system will shut the engine down. An outlet
drawing of the specific regulator assembly to controlled system would not have this
plumb the connections accordingly. Some of problem since it will reduce the bypass flow
the frequent cooling system problems are a and increase cooler flow. The temperature
result of wrong connection of regulator rise across the engine may be higher than
housing in the circuit. desired for a short period until the system
stabilizes but the engine will continue to
Outlet controlled systems, as explained in the operate.
next section, are recommended for use with
G3600 Engines which are cooled by a Thermal shock is caused when the
radiator. temperature regulator tries to open and close
to maintain temperature on an outlet control
Selection of Inlet or Outlet Controlled system. Thermal shock of the engine is a
Systems potential problem with an outlet controlled
There are certain applications that are better system because the coolant must pass
suited for either inlet controlled or outlet through the engine before the temperature
controlled systems. In general, inlet regulator detects the coolant temperature. If
controlled systems work well with heat cool return temperature of coolant is possible
exchangers and outlet controlled systems the inlet controlled system will prevent the
work best with radiators. To understand thermal shock to the engine components. An
which is the better choice for the system outlet controlled system with a full flow
under consideration the following items expansion tank will also prevent this problem.
should be considered.
The deficiencies of both inlet and outlet
A shunt line is required on inlet controlled controlled systems can be overcome with
systems that do not use a full flow expansion proper system design, specifically a full flow
tank. This is to prevent the possibility of expansion tank. Engine side system pressures
pump cavitation by providing a positive head are usually the highest at full bypass. System
on the suction side of the pump. Outlet pressures are lowest when nearly equal flow
controlled systems generally do not have this is in bypass and the cooler flow. System
requirement as full head pressure is not pressures at full open flow is near maximum
restricted by the temperature regulator and a and should match external resistance targets.
shunt line is not required. The external pressure drop of both systems
are identical at full open flow condition.
Full engine outlet pressure is present at all
times on the heat exchanging device for the The selection of expansion tanks for inlet and
inlet controlled system. This can be a concern outlet controlled tanks is discussed in the
31
section on Expansion Tanks for lnlet and head required is higher than that provided by
Outlet Systems with the help of some the engine mounted pumps, use external
schematics. pumps with additional pressure capacities.
For external customer supplied pump use the
Line Velocities data from Internal System Restriction vs Flow
Caterpillar G3600 Cooling systems are section to obtain the external head, which is
designed for the following maximum line the difference pump pressure rise and system
velocity limits. restriction. Figure 54 in the System Monitoring
section shows the preferred location for
m/sec (ft/sec) measuring internal system restriction and
Pressurized lines 4.5 (15.0) external restriction. There are ports provided
Pressurized thin walled tubes 2.5 (8.0) for measuring pressure drops at some
Suction lines (Pump inlet) 1.5 (5.0) locations on the engine and there are some
Low velocity de-areation line 0.6 (2.0) recommended locations on the customer
Observing these guidelines will help to cooling system for providing ports.
prevent erosion of the internal passages of the
System Volume
engine and other engine cooling system
The engine coolant volume for the jacket
components and extend its life. Figure 36 can
water and combined aftercooler-oil cooler
be used to calculate water velocity in a pipe or
circuit is given in the following table. This
tube.
data can also be found in the TMI.
Additional External System The Jacket water circuit engine volume given
Resistances does not include the expansion tank volume.
Piping and heat transfer equipment resist
cooling water flow, causing an external AC–OC Circuit JW Circuit
pressure, referred to as head, which opposes Engine Volume Engine Volume
L (Gal) L (Gal)
the pump. Cooling water flow is reduced as
G3606 60 (16) 340 (90)
external head increases. Total system
G3608 60 (16) 470 (124)
resistance to flow must be limited to ensure
G3612 64 (17) 670 (177)
adequate flow. Resistance to flow is
G3616 72 (19) 900 (238)
determined by the length of pipe, number and
type of fittings and valves used, coolant flow
rate and losses contributed by the heat The volumes for all other components such as
transfer devices. expansion tanks, radiator and customer piping
should be added to get a total system volume,
When designing an engine cooling system, if needed for filling and other purposes.
the pressure drop (resistance) in the external
cooling system can be calculated by totaling
the pressure drop in each of the system’s
components. Figures 37 and 38 can be used to
determine pressure drop through pipe fittings
and valves. Figure 36 can be used to
determine flow velocities in tubes and pipes
for a given volume of flow. The velocities
should remain within limits set forth in the
section Line Velocities. Suppliers of other
components such as strainers and heat
transfer equipment can provide the required
data on their components.
The external head allowable if an engine

mounted pump is used is shown in the section
External Resistance vs Flow. If the external
32
Figure 36. Velocity vs. Flow.
33
Typical Friction Losses of Water in Pipe (Old Pipe)
Nominal Pipe Diameter
Head Loss In f/ 100 ft

gal/min gal/min
(m per 100 m)
gpm L/s 3/4 in. (19.05 mm) 1 in. (25.4 mm) 1 1/4 in. (31.75 mm) 1 1/2 in. (38.1 mm) 2 in. (50.8 mm) 2 1/2 in. (63.5 mm) 3 in. (76.2 mm) gpm L/s
5 .34 10.5 3.25 0.84 0.40 0.16 0.05 5 .34
10 .63 38.0 11.7 3.05 1.43 0.50 0.17 0.07 10 .63
15 .95 80.0 25.0 6.50 3.05 1.07 0.37 0.15 15 .95
20 1.26 136.0 42.0 11.1 5.20 1.82 0.61 0.25 20 1.26
25 1.58 4 in. (101.6 mm) 64.0 16.6 7.85 2.73 0.92 0.38 25 1.58
30 1.9 0.13 89.0 23.0 11.0 3.84 1.29 0.54 30 1.9
35 2.21 0.17 119.0 31.2 14.7 5.10 1.72 0.71 35 2.21
40 2.52 0.22 152.0 40.0 18.8 6.60 2.20 0.91 40 2.52
45 2.84 0.28 5 in. (127 mm) 50.0 23.2 8.20 2.76 1.16 45 2.84
50 3.15 0.34 0.11 60.0 28.4 9.90 3.32 1.38 50 3.15
60 3.79 0.47 0.16 85.0 39.6 13.9 4.65 1.92 60 3.79
70 4.42 0.63 0.21 113.0 53.0 18.4 6.20 2.57 70 4.42
75 4.73 0.72 0.24 129.0 60.0 20.9 7.05 2.93 75 4.73
80 5.05 0.81 0.27 145.0 68.0 23.7 7.90 3.28 80 5.05
90 5.68 1.00 0.34 6 in. (152.4 mm) 84.0 29.4 9.80 4.08 90 5.68
100 6.31 1.22 0.41 0.17 102.0 35.8 12.0 4.96 100 6.31
125 7.89 1.85 0.63 0.26 7 in. (177.8 mm) 54.0 17.6 7.55 125 7.89
150 9.46 2.60 0.87 0.36 0.17 76.0 25.7 10.5 150 9.46
175 11.05 3.44 1.16 0.48 0.22 8 in. (203.2 mm) 34.0 14.1 175 11.05
200 12.62 4.40 1.48 0.61 0.28 0.15 43.1 17.8 200 12.62
225 14.20 5.45 1.85 0.77 0.35 0.19 54.3 22.3 225 14.20
250 15.77 6.70 2.25 0.94 0.43 0.24 65.5 27.1 250 15.77
275 17.35 7.95 2.70 1.10 0.51 0.27 9 in. (228.6 mm) 32.3 275 17.35
300 18.93 9.30 3.14 1.30 0.60 0.32 0.18 38.0 300 18.93
325 20.5 10.8 3.65 1.51 0.68 0.37 0.21 44.1 325 20.5
350 22.08 12.4 4.19 1.70 0.77 0.43 0.24 50.5 350 22.08
375 23.66 14.2 4.80 1.95 0.89 0.48 0.28 10 in. (254 mm) 375 23.66
400 25.24 16.0 5.40 2.20 1.01 0.55 0.31 0.19 400 25.24
425 26.81 17.9 6.10 2.47 1.14 0.61 0.35 0.21 425 26.81
450 28.39 19.8 6.70 2.74 1.26 0.68 0.38 0.23 450 28.39
475 29.97 7.40 2.82 1.46 0.75 0.42 0.26 475 29.97
500 31.55 8.10 2.90 1.54 0.82 0.46 0.28 500 31.55
750 47.32 7.09 3.23 1.76 0.98 0.59 750 47.32
1000 63.09 12.0 5.59 2.97 1.67 1.23 1000 63.09
1250 78.86 8.39 4.48 2.55 1.51 1250 78.86
1500 94.64 11.7 6.24 3.52 2.13 1500 94.64
1750 110.41 7.45 4.70 2.80 1750 110.41
2000 126.18 10.71 6.02 3.59 2000 126.18
Figure 37. Typical Friction Losses of Water in Pipe.
34
Figure 38. Resistance of valves and fittings to flow of fluids.
35
Minimum Pump Inlet Pressure The minimum pressure specified in Figure 39
It is important for successful pump operation is valid for installations where the length of
and obtaining the correct pump rise to straight pipe at the pump inlet is at least 1.5m
provide sufficient pump inlet pressure at all (5ft). For installations where the inlet to the
conditions of flow. Insufficient suction pump is directly after a right angle (90°)
pressure causes cavitation at pump outlet bend, the minimum suction pressure should
which results in reduced flow to the engine be increased by 10%. The pump inlet pressure
and erosion of the pump parts. While should exceed the maximum pump inlet
designing the external cooling system, care pressure specified in the section on Pressure
should be taken to ensure that the proper Limits.
suction pressure is provided for the pump.
The main factor that affects the suction A properly designed expansion tank provides
pressure required are the operating minimum pressure at the pump inlet all the
temperature and type of coolant. The time. The suction pressure also differs with
requirements of minimum inlet pressure for the type of cooling system, inlet or outlet
the engine mounted pump with water as controlled as explained in the section on
coolant for various operating temperature is Expansion Tanks.
shown in Figure 39. This data can be used for
Expansion Tanks
50% ethylene or propylene glycol solutions
There are two ways of providing expansion
also (as they are more resistant to
volume to a cooling system, by separate
vaporization than water).
expansion tanks or as an integral part of the
Minimum Water Pump Suction (inlet) Pressure
125
115
Water Pump Inlet Temperature (Deg C)
105
95
85
75
65
55
45
35
25
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Water Pump – Minimum Inlet Pressure Required (KPa gage)
Figure 39. Minimum water pump suction (inlet) pressure.
36
radiator header tank design. If the expansion regulator, an expansion area to de-areate the
is provided as part of the radiator tank, the coolant and a positive suction head at the
customer does not need to provide any pump inlet without a shunt line. A full flow
additional expansion tank. Many G3600 tank eliminates the disadvantages of inlet
engines are installed with custom cooling versus outlet controlled systems. Since full
systems and/or remote radiators which flow expansion tank performs the de-areation
require a separate customer supplied function, it will require greater volume. This
expansion tank. type of a tank must be well designed and
constructed to withstand the full system
The following discussion on expansion tanks pressure which is exerted on the tank.
is to guide users in specifying and installing
those expansion tanks. A full flow expansion tank requires careful
attention to design to prevent the tank from
An expansion tank must meet the following causing coolant aeration at high flow. A full
functions: flow expansion tank might require a volume
several times that of a remote tank to prevent
• The tank must be the highest point on the
aeration. Generally, a full flow tank should be
system and must be connected with the
sized to limit the fluid change rate to an
pump in a way to maintain a positive head
absolute maximum of 50 times per minute at
on the water pump
the low level mark. Fluid change rates of 30
• The tank must be vented to atmosphere or times per minute or less and proper baffling
incorporate a pressure cap to assure will help insure that the expansion tank will
system pressure and prevent boiling of the not cause coolant aeration at the low coolant
coolant mark.
• The tank must provide de-areation and is A remote (or shunt) flow expansion tank is
usually the means for filling the system simply a tank mounted preferably at the
highest point of the cooling system, see
• The size of the expansion tank should Figures 40 and 41. Its function is to contain
include the required expansion volume and the expansion volume of the coolant as it
the minimum reserve capacity to provide heats up, provide a positive head to the inlet
for expansion plus reserve of the pump and provide a filling and venting
location from the system. In this type of an
The functions of the expansion tank require expansion tank very little flow takes place
that it be located at the highest point of the through the tank itself, usually the shunt line
system, otherwise the design criteria will be to vent line bypass flow.
difficult to accomplish. The expansion tank’s
function is to allow for thermal expansion of Expansion Tanks for Inlet and Outlet
the coolant. Coolant expansion is a function of Controlled Systems
the coolant temperature and type of coolant. Inlet controlled systems have temperature
In addition to thermal expansion, there regulator between the heat exchanger and the
should be volume for after-boil and sufficient suction side of the circulating pump. If remote
reserve to allow operation with small leaks expansion tank is used, the regulator creates
until they are fixed. restriction on the pump inlet and will result in
cavitation. To prevent the negative pressure
Full Flow and Remote Flow (vacuum) and pump cavitation, a shunt line is
Expansion Tanks connected between the bottom of the
There are two types of expansion tanks, full expansion tank and the pump inlet, see
flow and remote flow. A full flow expansion Figure 42. The height of the expansion tank
tank performs several functions since all the provides static head on the pump to raise the
flow passes through it, see Figures 1 and 2. It inlet pressure and prevent cavitation. The
provides a blending chamber for cooled and shunt line should be a minimum of 63.5 mm
bypass coolant from the temperature (2.5 in) in outside diameter. The diameter of
37
Remote Flow
Expansion Tank
Vent
Line
Jacket Water
Heat Exchanger
Turbo
Raw Water
83°C (181°F) Out
Engine Jacket Shunt
Line 94°C (201°F)
Raw Water
Jacket Water Temperature
In
Pump Remote Flow Regulator
Expansion Tank
Vent Lines
G3606 & Raw Water
G3612 &
G3608 Out
G3616
Oil Cooler
Mixer
Box
Aftercooler
Shunt
Line
Raw
Water In

Figure 40. G3600 Cooling System with Remote Flow expansion tank - Inlet Controlled.
Remote Flow
Expansion Tank
Vent
Line

Turbo Regulator
99°C (210°F)
Engine Jacket Shunt

Line
Jacket Water Jacket Water

Pump Remote Flow
Radiator
Expansion Tank
Vent Lines
G3606 & Temperature
G3608 G3612 &
Regulator
G3616
Oil Cooler
64°C (144°F)
Mixer
Box
Aftercooler
Shunt
Line
AC-OC Circuit
AC-OC Pump Radiator
Figure 41. G3600 Cooling System with Remote Flow Expansion Tank - Outlet Controlled.
38
Remote
Expansion
Tank Deaeration And Vent Line
Vent If Required
Outlet
Shunt
Line
Engine
Thermostat
Return
Heat Exchanger Engine Driven

J. W. Pump
Figure 42. Inlet controlled system with remote flow expansion tank.
Engine
Full Flow
Thermostat
Expansion
Tank
Return
Outlet
Heat Exchanger Engine Driven

J. W. Pump
Figure 43. Inlet controlled system with full flow expansion tank.
39
Expansion Tank
Deaeration Vent Line, If Required

And Vent Line
Fill Line
Engine
Thermostat
Outlet
Connection
Line
Radiator
Bypass
Line
Engine Driven
Return J.W. Pump
Figure 44. Outlet Controlled System with vertical radiator core.
Cap
Deaeration And Vent Line

Vent Line,
If Required
Fill
Line
Engine Thermostat
Outlet
Bypass
Line
Return
Engine Driven
Alternate Connection
J.W. Pump
In Return Line
Figure 45. Outlet Controlled System with vertical cross flow radiator core.
Cap
Expansion Tank
Deaeration And Vent Line
Vent Line, If Required

Fill Line
Engine
Thermostat
Outlet
Alternate Connection Location

Bypass
In Return Line
Line
Return
Engine Driven
J.W. Pump
Figure 46. Outlet Controlled System with horizontal radiator core.
40
the shunt line is important. The area of the line to the inlet tank. There will not be
shunt line must be at least four times the sufficient head for the de-areation circuit to
combined area of the vent lines connected to function properly. There will also not be
the tank. This will minimize any reduction of sufficient head on the pump suction and the
the static head because of vent and de- pump head may force coolant to overflow the
areation flow. For a full flow expansion tank pressure cap.
the tank is located in the suction line to the
pump, see Figure 43, and no shunt line is Sizing Expansion Tanks
needed. The required expansion volume for the jacket
water circuit can be calculated based on the
Outlet Controlled systems differ from the operating temperature and type of coolant.
inlet controlled systems in the routing of the The expansion rate for the different type of
expansion tank connection. In this system the recommended coolants are shown in
expansion tank connection is called fill line. Figure 47. The maximum expansion volume
The fill line size should also be a minimum of for the jacket water on standard cooling
63.5 mm (2.5 in). Since there is no systems is 15%. For higher temperature
temperature regulator located between the systems (higher than 100°C or 212°F) will
heat transfer equipment (radiator) outlet tank need a larger volume to adsorb after-boil that
and the suction of the pump, the fill line does may occur on hot shutdown, see section on
not need to be plumbed back to the inlet of High Temperature Solid Water Systems in the
the pump. The relative sizes of the return line Heat Recovery chapter for more information.
of radiator provides minimum pressure loss.
This means the expansion tank may be A separate expansion tank is required for the
connected to either the outlet tank or aftercooler-oil cooler cooling system to
anywhere in the return line to the pump, see eliminate the possibility of coolant exchange
Figures 44, 45 and 46. Do not connect the fill between the high temperature jacket water
10
8
100% Propylene Glycol
7
Coolant Expansion %
50% Propylene Glycol

6
100% Ethylene Glycol
5 50% Ethylene Glycol
3
Pure Water
2
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130
Temperature °C
Figure 47.
Figure 47. Expansion
Expansion raterate of coolant
of coolant.
41
system and this circuit. The maximum Cooling System Pressure
Altitude
expansion required for this circuit is 8%. This 0 2 4 6 8 10 12 14 PSI
Feet Meters 0.0 0.1 0.3 0.4 0.60.70.81.0 kg/cm2
is due to the lower coolant temperatures and 14000 4300
system volume of the aftercooler-oil cooler 12000 3700
10000 3000
circuit.
8000 2400
6000 1800
The system volume for jacket water and 4000 1200
standard aftercooler-oil cooler systems is 2000 600
given in the section System Volume. The Sea Level 0
°Fahrenheit 180 190 200 210 220 230 240 250
minimum reserve capacity is determined °Celsius 82 88 93 99 104 110 115 121
from the following table: Boiling Point of Water
Figure 48. Boiling point change with change in cooling

Total External Circuit Vol. Min. Reserve Capacity system pressure.
(% of Engine Coolant Vol.) (% of Total System Vol.)
≤ 50 10
60 9
Caterpillar supplied expansion tanks have a
70 8
80 7
suitable pressure cap to maintain correct
90 6
system pressures for normal applications as
≤ 100 5
discussed in the section Attachment
Expansion Tank. When a factory expansion
tank is not used, the following three methods
Therefore the minimum acceptable expansion can be used to ensure the right system
tank volume is: pressure.
Minimum Tank volume ⫽ (Expansion Rate ⫻
1. Use a pressure cap on the auxiliary
System Volume) ⫹ Minimum Reserve Capacity ⫽
expansion tank.
Expansion vol. ⫹ Minimum Reserve Capacity
System Pressures 2. Providing the pressure with a water column
Depending on the altitudes and ambient of by locating the auxiliary expansion tank
the engine site, pressurizing the system will (without pressure cap) at an elevation
help to prevent the coolant from boiling under above the pump.
occasional adverse conditions. Slight system
pressures minimizes pump cavitation even at 3. A combination of an elevated auxiliary
high altitudes and increases pump efficiency. expansion tank with a pressure cap
For each 6.9 kPa (1 psi) of increase in system 1 m of water = 9.8 kPa (1 ft = 0.43 psi)
pressure, the boiling point of pure water is
raised about 2°C (3.5°F). Elevations above Static head is the maximum height the
3048 m (10,000 ft) require higher rated coolant is raised. Large static heads are
pressure caps to avoid boiling. Ethylene and encountered when radiators are located on
propylene glycol solutions raise the boiling the roof. Excessive static head can cause
point. However alcohol or other volatile engine mounted pump seal leakage.
antifreezes lower the boiling point. Figure 48
Dynamic head is the sum of the static
shows the effects of system pressure on
pressure head plus the pump rise at operating
boiling point of water at various altitudes.
condition. Excessive dynamic head can cause
leakage at gasket joints downstream of the
coolant pumps. The combination of static and
dynamic head must meet the pressure criteria
specified in the Pressure Limits sections.
Components in the external cooling system,
particularly radiators, must meet operating
pressure levels. When static and dynamic
pressure exceed acceptable limits, isolate the
42
engine side by providing a heat exchanger or will result in coolant loss during operation
hot well. from the overflow and a low coolant
shutdown on a subsequent restart attempt.
Attachment Expansion Tank
An attachment expansion tank, designed with Filling and Venting
the functions discussed above, is available as G3600 Engines can be filled either through
a full flow expansion tank for the jacket water the filler cap on the expansion tank or by
circuit for the G3600 engines. pumping coolant from the bottom, through
the ports on the pump or cylinder block. The
The Caterpillar expansion tank provides the filler cap is usually located on the expansion
following features. tank. The line connecting the expansion tank
with the pump suction should be sized to
Expansion Volume for coolant
accept the maximum fill rate of the system.
Coolant Level Alarm
The maximum guidelines for filling rate,
Pressure Cap & Vent
through the filler cap, is 19 L/min
Coolant Sight gauge
(5 Gal/min). Bottom fill by pumping should
De-areation Chamber
not exceed a rate of 112 lpm (30 GPM). Air
Temperature Regulator Mounting location
trapped in the high point of the cooling
The following recommendations and system during the initial fill is difficult to
guidelines should be followed when using this purge and requires venting. A cooling system
tank, that will not purge itself on initial fill must
have vent lines from the highest points of the
• The maximum pressure capability of this system to the expansion tank. Some high
expansion tank is 150 kPa (22 psi). This points that must be vented on the G3600
maximum pressure limitation would engine are turbocharger housing, mixer box
preclude the expansion tank from many (both jacket water and aftercooler-oil cooler
high temperature applications. The sides) on G3612 and G3616 and oil cooler on
standard pressure cap on this expansion G3606 and G3608. Vent lines must travel at a
tank is rated for 49 kPa (7 psi). Higher continuous upward slope from the engine and
pressure rated caps have to be specially enter the expansion tank below normal water
requested from the factory for coolant level and contain no air traps. An adequate
temperatures higher than 99°C (210°F). vent line would be 9.5 mm (0.375 in) to 12.7
mm (0.5 in) outside diameter tubing. Vent
• The expansion tank must be the highest lines must be provided by the customer for all
point in the cooling system. If the installations. Refer to the installation drawings
attachment expansion tank is not the of the specific engine for venting locations.
highest point of the system, an auxiliary
expansion tank will be required. The The preferred system is to have all high
additional added static head provided by points vented to the expansion tank. There
the auxiliary tank may raise the system are some installations where that is not
pressure above the limit for the attachment possible, especially when modifying existing
expansion tank. The auxiliary expansion installations. Mechanical vent valves can be
tank is added cost and may make the added to high points to vent air and gases,
attachment expansion tank redundant. that accumulate at high points, after every fill.
Those installations may be better designed Vent valves require servicing. Occasionally
with a shunt flow expansion tank instead. they leak coolant or allow air to enter the
system during shutdown. In some areas,
• Attachment expansion tanks have sufficient coolant may be considered a hazardous liquid
volume for a specific total system volume and coolant leaks should be avoided. In those
for the standard cooling configuration listed locations an active venting system is
in the TMI. This expansion tank should not preferred over mechanical vent valves.
be used on larger systems than it is
designed for. Application on larger systems
43
Caution: The constant fill level in the relatively static velocity in the tank allows the
expansion tank must be above all piping. Vent gases to be separated. The de-aeration flow is
high points of the engine to the expansion regulated by a 10 mm (3/8 in) diameter
tank to allow specified fill rate and prevent orifice placed in the line. Therefore, in the
false fill. areas where de-aeration must take place hold
the coolant velocity below this limit by
De-aeration increasing the diameter of the pipe, see
Air can be trapped in the cooling system at Figure 50. The de-aeration line is typically
initial fill or enter through combustion connected to the radiator inlet tank, most
leakage during engine operation. This air and radiator tanks have sufficient cross-sectional
gas must be vented from the system, or area to meet this velocity requirement, see
system deterioration and pump cavitation will Figure 50. Full flow expansion tanks must be
occur. designed with sufficient cross-sectional area
to slow the velocity of the water. They must
Since there is a possibility of entrained have the internal baffles designed to separate
combustion gases in the cooling system, de- the gases from the coolant. Closed
areation capabilities are required to be built accumulator type expansion tanks are not
into the system. De-aeration may be with a recommended since they cannot be designed
centrifugal de-aeration gas separator with the to actively de-aerate the coolant.
gases vented back to the expansion tank, see
Figure 49. If a centrifugal de-aeration gas
separator is not used separation of gas from
the liquid medium requires a low coolant
velocity of 94 mm/sec (2 fps) with a diverted
flow to the expansion tank, where the
Figure 49. De-aeration Chamber (modified).
44
To System To System The radiator inlet tank loses its venting
Expansion Tank Expansion Tank
capability if it is located below the level of the
engine regulator housing. When a radiator
must be mounted lower than the engine an
expansion tank must be used, see Figure 52.
If an engine mounted expansion tank is used,

To System the radiator must be selected with the inlet
Expansion Tank
controlled guidelines and the core must
withstand full pump pressure. This will
usually require a round tube radiator. If the
core is vertical reverse water flow through the
radiator. This ensures gas or air is not trapped
Water Velocity in the radiator inlet tank. Radiator design
Less Than
0.6 m/s (2 ft/sec) operating pressure must be increased by
6.9 kPa (1 psi) for every 610 mm (2 ft) the
engine is above the radiator. Do not use
Figure 50. Pipe Diameter for De-aeration. radiator pressure caps. It should be removed
and the opening sealed. The expansion tank
pressure cap can be used to relieve excess
pressure and fill the system.
Radiators
Radiator Cooling is the most common type of Radiator Design Criteria
cooling systems. Radiator cooling provides a Consider the following factors when
closed, self-contained system that is both designing and installing a radiator cooling
simple and practical for most installations. system. Size the radiator to accommodate a
heat rejection rate approximately 10% greater
Figure 51 shows a diagram of a typical
than the engine’s maximum (nominal +
radiator design. Hot engine water flows to the
tolerance) heat rejection. The additional 10%
inlet tank and then through the radiator core
will compensate for possible variations from
where it is cooled by air being pushed (or
the published or calculated heat rejection
pulled) through the core by a fan. Cooled
rates, overload and system deterioration.
water is then pumped back to the engine.
Even if the expected load is less than the
Circulation is then maintained by a gear
engine rated power, size the radiator to match
driven, engine mounted water pump. The
engine rated power.
cooling system is designed to operate under a
pressure of 27–48 kPa (4–7 psi). Correction factors to the observed ambient
air temperature capability for the machine
Remote Mounted Radiators must not be overlooked. Altitude above sea
Remote Systems impose added restriction on level reduces the density of air and its ability
cooling water flow by additional piping and to cool the radiator. A good correction factor
fittings. An auxiliary pump in series with the is 1.38°C (2.5°F) deducted from the observed
engine mounted pump should not be used to ambient temperature capability for each
overcome this restriction. When long 305 m (1000 ft) above sea level.
distances separate the engine from the
radiator, oversized piping may be required to It must be kept in mind that the ambient air
minimize piping restriction. temperature may not be the same as the air
temperature flowing across the radiator core.
Never locate remote mounted radiators more An engine equipped with an engine mounted
than 17.4 m (57 ft) above the pump. At greater radiator and blower fan will increase the air
heights the static head developed may cause temperature as it flows across the engine to
leakage at the engine water pump seal. the radiator. The decrease in the ambient
capability of a radiator can be found from the
following table.
45
C
Engine
Thermostat
Outlet
Radiator
Bypass
Line
Return
A
Piping
Engine Driven
J.W. Pump Part of engine
B – A: Cold Flow Supplied by packager
C – A: Full External Flow or radiator supplier
Figure 51. Radiator Cooling System.
Cap
Expansion
Tank Vent And De-aeration Line
Fill Line Engine
Sealed Pump
Radiator
Cap
Figure 52. Radiator Cooling System with expansion tank.
46
Estimated Air to Core Rise Position the radiator so prevailing winds do
Blower Suction not act against the fan. One form of wind
Fan Fan protection for the radiator is a baffle set
Engine only, outside or in 3°C (5.4°F) None several feet away from the radiator exhaust.
a large engine room
Another method is to install an air duct
Engine/generator outside or in 4°C (7.2°F) Not
a large engine room
Recommended
with generator
outside the wall. Direct the air outlet (or inlet)
Engine/generator in enclosure 7°C (12.6°F) vertically. Large radius bends and turning
with external muffler vanes prevent turbulence and air flow
Engine/generator in enclosure 9°C (16.2°F) Not
Recommended restriction. For remote- mounted radiators,
with internal muffler with generator
the radiator can be mounted horizontally so
the prevailing winds do not effect fan flows as
Another correction which must be included is shown in Figure 53.
the effect of antifreeze. The ability to transfer
heat diminishes with the addition of any Care must be taken to prevent the hot
antifreeze, ethylene glycol or propylene radiator discharge from recirculating to its
glycol. Antifreeze decreases heat transfer inlet or the inlet of another radiator, see
capability of a radiator by approximately 2% Figures 54a and b. Radiators must be
for every 10% of antifreeze. If antifreeze is arranged so that the engine exhaust gases
used year-round, this must be considered. and crankcase ventilation gases are not drawn
Year-round use of antifreeze decreases into the air inlet of the radiator, see
radiator capabilities by at least 3.3°C (6°F). Figure 54c.
When selecting radiator location, consider fan

noise. Noise transmits through the air inlet as
well as outlet. Soft flexible joints between
radiator and duct will prevent vibration and
noise transmission.
Figure 53. Remote mounted radiator cooling system.
47
Radiator Recirculation
Incorrect
Incorrect
Correct
A B C
Figure 54. Radiator Recirculation.
Heat Exchangers
A heat exchanger is sometimes preferred to
cool the engine when ventilation air is limited
or when excessive static head on the engine
must be avoided.
The most common type of heat exchanger is

the shell and tube type. Inside the heat
exchanger, the engine coolant is cooled by
the transfer of heat to some other liquid at a
lower temperature. Heat exchangers are
single or multi pass type depending on the
flow in the raw water circuit of the exchanger,
see Figure 55. In the multi pass exchanger,
water flows twice or more through the
exchanger, single pass type flows raw water
once. Raw water in the single pass type flow
in the opposite direction to the coolant flow to
provide maximum differential temperature
and heat transfer. In multi pass exchanger,
relative direction of flow is not significant. Figure 55. Heat Exchanger Types.
Heat Exchanger Design Criteria

Some heat exchangers suitable for G3600
engines are listed in the price list. Consider
the following factors when designing and
installing a heat exchanger cooling system.
Size the heat exchanger to accommodate a

heat rejection rate approximately 10% greater
than the maximum (nominal + tolerance) heat
rejection of the engine or component. The
additional 10% will compensate for possible
variations from the published or calculated
heat rejection rates and engine overload.
Different cooling mediums have varying
cooling capacities and tendencies to foul or
48
reduce the heat transfer and are represented Fouling Factors Chart Correction Factors
by the fouling factor. Fouling factor affects the Engine Coolant Temperature ≤116°C (240°F)
Raw Water Temperature ≤52°C (125°C)
heat transfer of a heat exchanger by the
Raw Water Velocity ≤ 0.9 m/s > 0.9 m/s
following formula: (3 ft/s) (3 ft/s)
Sea Water 1.0 1.0
FF = 1 ⫺ 1
Brackish Water 0.83 1.0
Ucoolant Uclean core
Cooling Tower and Artificial
Spray Pond: Treated Makeup 1.0 1.0
where: Untreated 0.71 0.56
City or Well Water 1.0 1.0
FF = Fouling factor, m2.°C/kW (such as Great Lakes)
(h ft2.°F/Btu) River Water 0.71 0.71
Ucoolant = Heat transfer coefficient of core with Hard (over 15 grains/gal) 0.71 0.56
Engine Jacket 1.0 1.0
coolant, kW/m2.°C (Btu/h ft2.°F)
Treated Boiler Feedwater 1.0 1.0
Uclean core = Heat transfer coefficient of the
clean core, kW/m2. °C
Since heat exchanger tubes can be cleaned
(Btu/h ft2.°F)
more easily than the surrounding shell
Factors for commonly used water types is (jacket), the raw water should be passed
given in this table, through the tubes and the engine cooling
water through the shell or jacket.
Fouling Factor Chart for Water
Engine Coolant Temperature ≤116°C (240°F) If solenoid valves are used to control cooling
Raw Water Temperature ≤52°C (125°C) water, position them upstream of the heat
Raw Water Velocity ≤ 0.9 m/s > 0.9 m/s
(3 ft/s) (3 ft/s)
exchanger. The drain for the heat exchanger
Sea Water 0.0005 0.0005
is always open and the heat exchanger is
Brackish Water 0.002 0.001
relieved of pressure when inoperative. If
Cooling Tower and Artificial
solenoid valves are installed on both sides,
Spray Pond: Treated Makeup 0.001 0.001 raw water could be trapped in the tubes if the
Untreated 0.003 0.003 solenoids fail to open. Water trapped during
City or Well Water 0.001 0.001 engine operation expands and could rupture
(such as Great Lakes)
River Water 0.003 0.002
the exchanger. All solenoid valves should
Hard (over 15 grains/gal) 0.003 0.003
include manual bypass.
Engine Jacket 0.001 0.001
Do not add temperature regulators in raw
Treated Boiler Feedwater 0.001 0.0005
water supplies. Engine jacket water is
controlled by a temperature regulator,
For the coolants listed above fouling factors additional controls add expense, restriction
greater than 0.001 will result in significant and decrease reliability.
change in the heat transfer capacity. Use the
following table to correct the heat capacity of
the heat exchanger given in TMI for fouling Submerged Pipe Cooling
factor different than the base of 0.001. For This method is simplest to use if the engine is
coolants with fouling factors less than 0.001 stationary and is used to pump water, or is
the values have been left unchanged. near a supply of relatively cool water,
Caterpillar does not recommend designing for preferably 29°C (85°F) or less. In this system,
a fouling factor less than 0.001. the engine coolant water is pumped through
coils or lengths of pipe submerged in the
cooler water. These coils can be placed in a
concrete catch basin or tank placed in a
drainage ditch. Care must be taken to protect
the coils from damage and to insure they do
not become buried in the mud or silt.
Figure 56 shows a typical submerged pipe
cooling system.
49
Engine Mounted
Expansion Tank
Flexible Connectors
Galvanized Pipe
Support Pipe In Water

To Allow Circulation Of Drain Plug
Water Around Pipe
Figure 56. Submerged Pipe Cooling.
Submerged Pipe Design Criteria in direct contact with the cooling water.
Engine heat rejection and the temperatures of Cooling is accomplished in two ways,
the cooling medium must be carefully approximately 75% occurs by water
considered in determining the correct size evaporation and about 25% by direct heat
and length of pipe to use. As a rule of thumb transfer from the water spray to the passing
0.003 m2 (0.0353 ft2) of submerged pipe air. Since the primary mechanism for cooling
surface area is required for every kW the water is through evaporation, the ability of
(56.87 Btu/min) of engine heat rejection that the air to absorb moisture is critical to the
must be removed. This rule of thumb is for effectiveness of a cooling tower. It is for this
raw water temperatures up to 29°C (85°F). that the performance of a cooling tower
depends on the relative humidity of the
A trial and error method can be used if jacket ambient air.
water temperature is too high or low. By
adding or removing pipe as necessary, the Relative humidity is the measure of the air’s
engine cooling water temperature can be ability to absorb moisture. When the relative
maximized. Pipe must be kept out of mud and humidity is 100%, the wet-bulb and the
off the bottom of the tank to insure maximum dry-bulb temperatures are equal and the air
cooling efficiency. Connect the system so that cannot absorb any more moisture. Therefore
the engine water flows from the engine to the there will be no evaporation and little cooling.
cooling coils and to the expansion tank before However, when the relative humidity is less
returning to the water pump inlet. than 100%, the wet-bulb temperature is less
than the dry-bulb temperature and the air can
absorb moisture by evaporation. The use of
Cooling Towers cooling towers are most practical in areas
Since radiators are often ineffective for with an ambient dry-bulb temperature above
cooling AC-OC water below 54°C (130°F), an 37.8°C (100°F) and when the relative
alternate source of water is needed for low humidity averages 50% or less.
temperature cooling circuits like 32°C (90°F).
In such cases cooling towers are used when a The prevailing wet-bulb temperature is a key
large supply of cool water (i.e. a river, lake, factor in the design of a cooling tower. It is
cooling pond, etc.) is not available or not the theoretical limit to which a cooling tower
usable for environmental reasons. will cool. However, in practical application of a
cooling tower, the coolant temperature can
Though there are several types of cooling only be maintained down to about 5.6°C
towers, the basic method of heat transfer is (10°F) above the wet-bulb temperature.
the same. As seen in Figure 57, air is brought
50
In open cooling systems using cooling towers, circulated to the cooler eliminating the heat
the engine cooling water is sprayed directly exchanger at the engine, see Figure 58. The
into the tower and is subjected to the inherent coolant in the closed loop can be treated to
concentrations of water contaminants of this prevent corrosion eliminating the
system. Unless special provisions are made, requirement for corrosion resistant piping.
such as cleanable aftercooler and corrosion
resistant plumbing, the use of an open cooling Cooling Tower Design Criteria
system is NOT recommended for G3600 As a general rule, cooling towers are most
engines. effective in areas with an ambient dry-bulb
temperature above 37.8°C (100°F) and when
Figure 57 demonstrates how a heat the relative humidity averages 50% or less.
exchanger can be used to maintain a closed
cooling system for the engine while using a Cooling towers are very sensitive to approach
cooling tower. In this system raw water is temperatures (i.e. the difference between the
circulated by an auxiliary water pump driven wet-bulb temperature and the desired coolant
by the engine or by an electric motor. The temperature). For an approach temperature of
pump flows cool water from a basin at the 8.3°C (15°F), all other factors held constant,
bottom to the cooling tower, forces it through tower size increases by 50% if approach
the heat exchanger and to the distribution temperature of 5.6°C (10°F) is required. Any
system at the top of the tower. As the heated approach temperature below 2.8°C (5°F)
water passes through the tower it cools and becomes unrealistic.
collects in the basin.
As with radiators, cooling towers are very
Types of Cooling Towers sensitive to recirculation and the presence of
Cooling towers are generally two types, the other upwind cooling towers, see Figure 59.
open type described above and the closed Any recirculation ingestion of exhaust air
loop type or evaporative cooler. For the closed from another cooling tower effectively
loop cooling tower the engine coolant can be reduces the approach temperature and the
Air Flow
Fan Engine Mounted

Expansion Tank
Water Spray
Water Sump
Circulating
Pump Heat Exchanger
Figure 57. Cooling Towers with External Mounted Heat Exchangers.
51
Air Flow
Expansion Tank
Fan
Deareration Line
Water Spray
Engine
Thermostat
Outlet
Fill Line
Bypass
Line
Return
Engine Driven
Water Sump J.W. Pump
Circulating
Pump
Figure 58. Closed Loop Cooling Tower.
wet-bulb temperature of the incoming air. As air. These impurities can result in the build up
was demonstrated earlier, the approach of scale on the cooling water passages,
temperature has a significant effect on the decreasing the cooling system efficiency. As
cooling tower, size. Therefore, factors such as these salts and minerals collect, they must be
location of the towers, direction of the drained and the tower diluted with fresh
prevailing winds and the height of the towers water. Solids such as dust may also
(a taller tower will reduce recirculation) accumulate in the tower water and can be
should be taken into consideration. reduced by a filter or centrifugal separators.
Wind If the tower water is used in engine circuits

such as aftercooler, tower water should be
treated with corrosion inhibitors to be
compatible with engine piping and
components. Even with treated water a
cleanable aftercooler core is required when
used with cooling tower water. Cooling towers
installed in frigid locations require additional
design requirements to prevent freezing.
Aftercooler Heat Exchanger

Sizing
Tower Recirculation due to wind The aftercooler heat rejection data given in
TMI and Technical Manual is for standard
conditions of 25°C (77°F) and 150 m (500 ft)
Figure 59. Tower recirculation due to wind.
altitude. This data meets all standard
conditions for SAE J1349, ISO 3046,
DIN 6271, BS 5514 and API 7B–11C.
The continued process of evaporation means
that any scale forming salts present in the Ambient temperature higher than standard
water will gradually be concentrated and the will raise the amount of heat in the inlet air to
water may also pick up contaminants from the be rejected to the aftercooler circuit. Altitudes
52
higher than standard will require a higher radiator or heat exchanger is theoretically
compression ratio across the turbocharger possible. Practice has shown that only
(i.e. the turbocharger works harder) to obtain identical engines at the same loads and
the rated absolute pressure in the intake speeds can be successfully combined in a
manifold. Higher pressure ratios result in joint cooling system. A failure on one engine
more heat of compression and more heat can adversely affect all engines. For this
rejected to the aftercooler circuit. reason, interconnected engines should have
isolating valves. Check valves are required on
For ambients and altitudes above the standard the outlet line of each engine to prevent
conditions, the aftercooler heat exchanger recirculation through an engine that is shut
must be enlarged to dissipate the additional down with the temperature regulators open.
heat described in the above paragraph. To
properly size the aftercooler for a specific The cooling systems for mixed engines with
ambient and altitude, it is necessary to mixed speeds and loads are very difficult to
multiply the heat rejection at standard design and are rarely successful. They must
conditions by a multiplier. These multipliers meet the required criteria (water flows,
(between 1.0 and 3.0) are for a combination of temperatures, pressure, etc.) for each engine
the ambient and altitude and are found in the while operating in all possible combinations
Aftercooler Heat Rejection Factors charts in with other units. Central cooling systems are
the Technical Manual or Specification Sheets. not recommended for G3600 engines. If a
Heat rejection data and the multipliers as well central system is desired, each engine can be
as the air flow and compressor outlet pressure cooled by an individual heat exchanger and all
can be found in TMI or the Technical Manual the heat exchangers can be cooled by a
for G3600 engines. central system.
Since the altitude and ambient temperature

aeration curves are designed to be used with Flexible Connections
a known water temperature, some effort must Use flexible connections for all connections to
be put into converting the inlet air the engine (rubber hoses are not
temperature of the aftercooler to a water recommended). The positions of flexible
circuit temperature. Failure to compensate for connections are important. Shut off valves
the actual air inlet temperature can cause should be located to allow replacement of
detonation and result in engine shut down flexible connections without draining the
and possible damage. entire cooling systems. Orient the flexible
connection to take the maximum advantage of
To obtain the turbocharger compressor outlet the flexibility. When selecting connections
(inlet air to aftercooler) temperature for other consider normal thermal expansion and
than standard conditions, use the formula: maximum expected movement.
Tc = Fac ⫻ [Tcstd ⫺ Tman] ⫹ Tman The flexible connection should be rated for
conditions well above the anticipated
Tc = Actual Compressor Outlet air
maximum operating temperature and
temperature pressure of the cooling system. Clamp type
Fac = Aftercooler Heat Rejection Factor flexible connections are not recommended for
Tcstd = Compressor Outlet Air Temperature the high temperature circuits on G3600
at standard conditions Engines. Bolted flange type connections
Tman = Inlet manifold air temperature should be used for all jacket water circuits
and any other circuit running more than 65°C
(149°F). Material compatibility must also be
Interconnection of Engines evaluated. The internal surface must be
Central cooling systems utilize a single compatible with the coolant used and the liner
external circuit supplying coolant to several material must be compatible with potential
engines. Although separate cooling systems coolant contaminants, such as lube oil and
for each engine is preferable, use of single
53
system cleaning solutions. The outer cover exposure to the elements can affect sizing.
must be compatible with its environment Contact Caterpillar for special voltages, three
(temperature extremes, ozone, grease, oil, phase current and special heaters for ambient
paint, etc.). Factory provided flexible temperatures lower than listed. For customer
connections are available for most pipe sizes, installed systems, the following guidelines
refer to the Price List for available options. should be considered.
• Mount the heater as low as possible, see

Piping Supports Figure 60.
All piping to and from the engine must be
suitably supported by means of brackets and • The cold water inlet to the heater should be
clamps. Piping must not overhang excessively from the lowest possible point in the engine
from the pump inlet, mixer box outlet, cooling system.
temperature regulators and expansion tanks.
• Avoid cold water loops, any situation where
The weight of the piping combined with the
cold water must rise to enter the heater,
water in the pipes can load the engine
see Figure 60, location A.
components considerably, especially when the
engine is vibrating during operation. Piping • Join the hot water side of the heater near
should be supported adequately on the top of the engine cooling system, but
installations where the radiators or heat below the temperature regulators.
exchangers are roof-mounted or the piping is
routed through the roof. • Use the same pipe size (or larger) as the
heater connections.
Jacket Water Heaters Caution: Do not create hot water loops. Hot
Jacket water heaters are recommended for water line should enter the engine in either a
faster, easier starting in ambient air horizontal or slightly inclined plane,
temperatures below 21°C (70°F). All eliminating the possibility of forming a steam
automatic starting installations should include pocket, see Figure 60.
these heaters. The correct size heaters for
each engine at minimum ambient room
temperature to maintain engine jacket water Cleanliness and Strainers
at approximately 32°C (90°F) is shown in the All pipe and water passages, external to the
table below. engine, must be cleaned before initial engine
operation. There must be flow and any foreign
Jacket Water Heater Sizes kW (Btu/min) material must be removed. The radiators and
[Conditions are no winds and 10 hours for warm up, heat exchangers must also be clean.
power to heat from -18°C (0°F) to 32°C (90°F)]
G3606 18.0 (1024) The cooling system should be filled with rust
G3608 18.0 (1024) inhibitors and strainers should be installed
G3612 30.0 (1706) before a package test or installation at
G3616 30.0 (1706) customer site. Rust inhibitors can be in the
form of ethylene or propylene glycol if
Heater sizing is based on wind velocity of operating temperatures are expected to go
0 kmph (0 mph) around the engine. When a below freezing, or in the form of coolant
24 kmph (15 mph) wind is present the heater conditioner. The coolant conditioners or rust
requirement doubles. Factory provided jacket inhibitors should be compatible with the
water heaters are available for the above antifreeze used in the engine, refer to the
specifications. section Water Quality and Treatment in the
Heat Recovery chapter or Caterpillar
Time required for temperature to stabilize is publication Coolant and Your Engine
10 hours. Wattage requirements for shorter (SEBD0970) for more information.
periods are inversely proportional to the 10
hour requirement. Physical location and
54
Regulator
Upper Water
Level of Engine
B
Lower Water
Level of Engine
Recommended
Not recommended
Figure 60. Pipe routing with jacket water heater.
Strainers are available from Caterpillar to be Ser viceability and Isolation

installed in all pipes leading to equipment
Valves
added externally during installation. They are
Access to the heat exchangers is required for
available for 100 mm, 127 mm and 152 mm
cleaning or removal of the tube-bundle
(4 in, 5 in, and 6 in) pipe sizes and all have
assembly. Engine water pumps must be easy
1.6 mm (1/16 in) mesh size. On closed
to remove. Remote water temperature
systems, these strainers should be removed
regulators should be accessible and have
after commissioning the unit. On open
appropriate isolation valves to allow servicing
systems like the Combined Heat and Power
of engine and temperature regulators without
systems where the raw water is directly
draining the entire system. Apply similar
cooling aftercoolers and oil coolers,
guidelines to radiators, heat recovery units,
permanent strainers should be installed in the
de-areation units, jacket water heaters and
customer piping to prevent large particles
other components requiring service or
from entering the engine components. Similar
replacement.
precautions must be taken when significant
modifications are made to the external
cooling circuit. System Monitoring
Provide locations to measure pressure and
If an engine is expected to be stored for long
temperature differentials across major system
periods without operating or before
components. This allows accurate set-up and
commissioning, special treatment in the form
performance documentation of the cooling
of Vapor Corrosion Inhibitor (VCI) is required
system during the commissioning procedure.
for the cooling system to prevent rust
Future system problems or component
formation. Please refer to the other Caterpillar
deterioration (such as fouling) are easier to
cooling systems publications listed at the end
identify if basic data is available. It also
of the Heat Recovery chapter for more
provides information for relating field
information on coolant additives for engine
conditions to original factory tests.
protection. There are long-term preservation
treatment for cooling systems provided by the Temperature and pressure measurement
factory, please refer to the Price List for more locations should give accurate reading of fluid
information. stream conditions. Preferred locations are in
straight lengths of piping reasonably close to
each system component. Avoid pressure
measurements in bends, piping transition
55
pieces or turbulent regions. Plan to install
monitoring ports during the design and
construction of the cooling system. If the
ports are installed later, ensure the pipes are
cleaned of drill chips and weld slag after the
pressure ports are installed. Install sample
ports and fittings before the cooling system is
filled. The preferred sizes for the ports on the
customer side are 3.17 mm (1/8 in) or
6.35 mm (1/4 in) NPT and 14.3 mm (9/16 in)
O-ring ports. These port adapters are
available as standard Caterpillar parts, refer to
the G3600 Price List for part numbers. The
recommended locations for measurements
and available measurement ports are shown
in Figure 61.
Self-sealing probe adapters are available in

several sizes of male pipe threads and straight
threads for g-ring ports. The adapters use a
rubber seal allowing temperature and
pressure to be measured without leakage.
Probe diameters up to 3.2 mm (0.125 in) may
be used. The straight threaded adapters are
used on the engines with available ports. Pipe
threaded adapters are more easily
incorporated in the customer supplied system.
The adapters are an excellent alternative to
permanently installed thermometers,
thermocouples or pressure gauges. They are
not subject to breakage, fatigue failures and
gauge to gauge reading variations.
Customer Connections
The customer connection points for all
configurations explained in the Basic System
Configurations Section are given in Figures
62–65.
56
JW Pump Inlet P1, T1* AC–OC Pump Inlet P6, T6*
JW Pump Outlet P2 AC–OC Pump Outlet P7
JW Engine Outlet P3, T3 AC–OC Engine Outlet P8, T8
JW Heat Exchange Inlet P4, T4* AC–OC Heat Ex. Inlet P9, T9*
JW Heat Exchange Outlet P5, T5* AC–OC Heat Ex. Outlet P6, T6*
Mixer Box
P3, T3 P4*, T4*
Engine Jacket
P2 P1*, T1* B P5*, T5*

A C
Jacket Water Temperature

Pump Full Flow Regulator Jacket Water
Expansion Tank Heat Exchanger
P8, T8 P9*, T9*

Oil Cooler
Mixer
Box
Aftercooler
B
P7 P6*, T6* A C P10*, T10*
AC-OC Circuit
Temperature
AC-OC Pump Heat Exchanger
Full Flow Regulator
Expansion Tank
JW: Internal Restriction = P2 – P3 External Restriction = P3 – P1

AC–OC: Internal Restriction = P7 – P8 External Restriction = P8 – P6
* Recommended Customer Provided Ports
Figure 61. Port locations for system monitoring.
57
C B Mixer Box/Manifold AC-OC
Heat Exchanger
(Customer Provided)
F
JW Temperature C
Regulator
Oil Cooler Aftercooler
Jacket Water
Expansion Tank
G
G
Engine Block
JW Pump
D AC-OC
AC-OC G Temperature
Pump Regulator
A E
AC-OC
Expansion Tank
(Customer Provided)
JW Heat Exchanger
(Customer Provided)
Weld Flanges Factory Plumbing Customer Plumbing

Provided or Available Provided or Available
Flange Type
A B C D E F G
JW Pump JW Eng. JW Reg. Exp Tank AC-OC AC-OC AC-OC
Inlet Outlet Conn. to Eng. Inlet Outlet Reg Conn.
G3606 CAT 6.5" CAT 5.5" CAT 5.5" CAT 6.5" CAT 6.5" CAT 4.5" CAT 5.5"
Flange Dimensions
Bolt Circle Bolt Hole
Inner Dia. Outer Dia. Number Dia. Dia. Thickness
mm (in.) mm (in.) of Bolts mm (in.) mm (in.) mm (in.)
CAT 4.5" 116 (4.57) 168 (6.61) 8 146 (5.75) 10.5 (0.41) 23 (0.91)
CAT 5.5" 143 (5.63) 194 (7.64) 8 174.6 (6.87) 10.5 (0.41) 23 (0.91)
CAT 6.5" 171 (6.73) 225 (8.86) 8 200 (7.87) 10.5 (0.41) 23 (0.91)
Figure 62. Customer connections - Standard Cooling System.
58
Mixer Box/Manifold
JW Temperature
Regulator
Aftercooler
B
Jacket Water
Expansion Tank
Engine Block
C
JW Pump
D
Oil Cooler
D
E JW Heat Exchanger E
Factory Plumbing Customer Plumbing

Provided or Available
Flange Type
A B C D E
AC AC OC OC Heat Ex.
Inlet Outlet Inlet Outlet In & Out
G3612 DIN 3.5" DIN 4" DIN 4" DIN 5" DIN 4"
G3616 DIN 3.5" DIN 4" DIN 4" DIN 5" DIN 4"
Flange Dimensions
DIN 3.5" 88.9 (3.5) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)
DIN 4" 116.1 (4.57) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)
DIN 5" 127.0 (5.0) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)
Figure 63. Customer connections - Combined Heat and Power Cooling System.
59
Mixer Box/Manifold
Engine Block
AC-OC
JW Temperature JW Pump Temperature
Regulator Regulator
AC-OC
Pump
B D
A C
JW Radiator AC-OC Radiator

(Customer Provided) (Customer Provided)
Factory Plumbing Customer Plumbing

Provided or Available
Flange Type
A B C D
JW JW AC-OC AC-OC
Inlet Outlet Inlet Outlet
G3606 ANSI 6" ANSI 6" ANSI 6" ANSI 6"
Flange Dimensions
ANSI 6" 168.3 (6.63) 279.4 (11.0) 8 241.3 (9.5) 20.5 (0.81) 25.4 (1.0)
Figure 64. Customer connections - Low Energy Fuel Cooling System.
60
B Mixer Box/Manifold AC-OC
Heat Exchanger
(Customer Provided)
D
E
E
Engine Block
AC-OC
External JW Pump AC-OC E Temperature
(Customer Provided) Pump Regulator
C
A
AC-OC
Expansion Tank
(Customer Provided)
Weld Flanges Factory Plumbing Customer Plumbing

Provided or Available Provided or Available
Flange Type
A B C D E
JW Pump JW Eng. AC-OC AC-OC AC-OC
Inlet Outlet Inlet Outlet Reg Conn.
G3606 ANSI 4" CAT 5.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3608 ANSI 4" CAT 5.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3612 ANSI 6" ANSI 6" CAT 6.5" CAT 5.5" CAT 5.5"
G3616 ANSI 6" ANSI 6" CAT 6.5" CAT 5.5" CAT 5.5"
Flange Dimensions
CAT 4.5" 116 (4.57) 168 (6.61) 8 146 (5.75) 10.5 (0.41) 23 (0.91)
CAT 5.5" 143 (5.63) 194 (7.64) 8 174.6 (6.87) 10.5 (0.41) 23 (0.91)
CAT 6.5" 171 (6.73) 225 (8.86) 8 200 (7.87) 10.5 (0.41) 23 (0.91)
ANSI 4" 144.3 (4.5) 228.6 (9.0) 8 190.5 (7.5) 19.1 (0.75) 23.8 (0.94)
ANSI 6" 168.3 (6.63) 279.4 (11.0) 8 241.3 (9.5) 20.5 (0.81) 25.4 (1.0)
Figure 65. Customer connections - High Temperature Cooling System.
61
G3600 Heat Recovery
Heat Balance
Types of Heat Recovery Systems
Standard Temperature System
Design Criteria for Standard Temperature Systems
High Temperature Systems
High Temperature Liquid Water System
Design Criteria for Water-Steam System
Water Quality Treatment
Water Quality and Treatment for Standard
Temperature Systems
Water Quality and Treatment for High Temperature
Systems
Total Dissolved and Suspended Solids
Measurement of TDS Control
Alkalinity
Total Alkalinity
Reserve or Hydroxide Alkalinity
Other Caterpillar Cooling System Related Publications
Heat Recovery Heat Balance
The typical Heat Balance for the G3600
engines is shown in Figure 66. Heat rejection
values for the following components is
G3600 Engines convert about 35–41% of their provided for all G3600 Engines in the
input fuel energy into mechanical power. Technical Data Manual or Specification
Another 22% is rejected to the cooling system, Sheets.
34% to the exhaust gas and 3% to the
environment. A large portion of the heat 1. Jacket Water heat rejection
energy rejected to the cooling systems and 2. Oil cooler heat rejection
contained in the exhaust gas can be 3. Aftercooler heat rejection
recovered by various means. In large engines 4. Exhaust heat rejection
like the G3600s this recoverable energy is 5. Exhaust heat recoverable
quite significant. The following sections
discuss the means of harnessing this heat Typical Heat Balance Calculations are
energy. illustrated in Figure 67. The values used in
the example are for illustration purposes and
should not be used for design. Refer to the
published heat rejection data for the specific
engine for design calculations.
Mechanical Work Energy 41%
Exhaust Gas 34%
Aftercooler
Cooler Water 9%
Engine Jacket
Cooling Water 8%
Oil Cooling Water 5%

Radiation 3%
Total Fuel Energy Input 100%
Figure 66. Typical Heat Balance for the G3600 Engines.
65
HEAT BALANCE EXAMPLE
Using a G3612 Combined Heat and Power (CHP) Engine with 11:1 compression ratio
rated at 2990 bKw Prime Power at 1000 rpm, with the CHP cooling system, as an
example:
Engine Output 2990 bkW (4010 bhp) (At 100% load conditions)
Generator Output 2875 kW (At 96.2% Generator Efficiency)
Heat Rejection Available (from Specification Sheet): kW (Btu/min)

a) Engine Jacket (cylinder block) water at 99°C (210°F) 534 (30,321)
b) Oil Cooler (std. shell & tube, 3 coolers) 365 (20,725)
c) Aftercooler (single stage) 652 (37,021)
Total Heat Rejected to the cooling system 1551 (88,066)
Fuel input can be taken from the specification sheet or calculated as shown below,
Total Fuel Input = BSFC ⫻ bkW in kW or = BSFC ⫻ bhp in Btu/min
3.6 60
= 8.66 ⫻ 2990 = 7192 kW (409,009 Btu/min)
3.6
Recoverable Heat rejection can be taken from the Specification sheets or calculated.
Total Exhaust flow from Specification Sheet = 20892 KG/hr (45.962 lb/hr)
Exhaust Stack Temperature =359°C (678°F)
Recoverable Exhaust Heat Rejection at 120°C (248°F)*

= Specific Heat of Exhaust Gas ⫻ Total Exhaust Flow ⫻ ⌬T kW (Btu/min)
= 1.107 KJ/KG.°C ⫻ (20892/3600) KG/sec ⫻ (359 ⫺ 120)°C 1554 (88,376)
where Specific Heat of Exhaust Gases, Cp, is given in the Heat Rejection section of the
Cooling System chapter
Total Recoverable Heat Energy = Jacket water heat energy ⫹ Oil cooler heat energy
⫹ Aftercooler heat energy
⫹ Exhaust heat energy (at 120°C or 248°F)
= 534 ⫹ 365 ⫹ 652 ⫹ 1554 =
= 3105 kW (176,581 Btu/min)
Recoverable Heat in % = 3105 kW/Fuel input kW = (3105/7192) 100 = 43.2%
Brake Thermal Efficiency, ␩ =bkW/Fuel input kW = (2990/7192) 100 = 41.6%
Total Thermal Efficiency = Brake thermal efficiency ⫹ Recoverable Heat energy

= 41.6 ⫹ 43.2
Total Thermal Efficiency = 84.8%
* The values of Recoverable Exhaust Heat Rejection calculated with this formula will vary
by ±3% from the specification sheet values due to changes in Cp value with
temperature and other conditions.
Figure 67. Heat Balance calculation for G3600 Engines — Example.
66
Types of Heat Recover y Systems systems are modified versions of the Standard
The heat rejected to the jacket water, oil Cooling Systems and Combined Heat and
cooler and aftercooler can be totally Power Cooling Systems discussed in the
recovered and 70% of the exhaust gas energy previous chapter on Cooling Systems.
is economically recoverable as shown in the
Heat recovery of a standard engine may
previous example. Heat Recovery results in
amount to nothing more than utilizing heat
total efficiencies as high as 85% for G3600
transferred from the engine radiator. This air
Engines.
is usually 38–65°C (100–150°F). The
Heat Recovery design best suited for any recovered heat is quite suitable for preheating
installation depends on many considerations, boiler combustion air, space heating, drying
both technical and economical. The primary grain or lumber. The system cost is minimal
function of any heat recovery system design and overall efficiency will increase to
is to cool the engine sufficiently. The engine approximately 60%. It is not recommended to
must be cooled even when the heat demand is place the entire engine-radiator unit in the air
low but power is still required. duct, operational and maintenance problems
can result from the cool air flow across the
Heat recovery methods are grouped into engine. The radiator should only be placed in
Standard Temperature Systems (up to 99°C the air duct.
or 210°F jacket water outlet temperature) and
High Temperature Systems (up to 130°C or A more versatile method of recovering heat
266°F jacket water outlet temperature). High from a standard temperature system is to use
Temperature Systems can be liquid water a heat exchanger to transfer rejected engine
systems or water-steam systems. heat into a secondary circuit, usually process
water to heat load such as buildings or
equipment. One of the commonly used
Standard Temperature System configurations is illustrated in Figure 68.
These Standard Temperature Heat Recovery There are many advantages inherent with this
Systems are designed to operate at coolant design, the standard engine jacket water
temperatures below 99°C (210°F). These pump, temperature regulators and bypass line
Exhaust
To Load
Heat Recovery
Device From Load Engine Mounted
Expansion Tank
Temperature
Regulator
123 Engine Coolant
Heat Exchanger
A/C Engine
Generator
O/C To Load
Load Balancing To Remote
Heat Exchanger Cooling Device
From Load
Separate Circuit
Cooling
Load Balancing
Temperature Regulator
Figure 68. Standard Temperature Heat Recovery System.
67
are retained. The engine jacket water cooling series, parallel or as a separate water or steam
system is isolated from the load process loop, circuit, see Figure 69. A muffler is included in
which allows operation with antifreeze and series with the engine system. Note the
coolant conditioner. This alleviates water engine loop is still separate from the load
quality concerns for using process water to loop. The engine expansion tank may be
cool the engine jacket. When engine is cold, a utilized. Generally, boiler water is used as the
temperature regulator bypasses the engine medium in the load loop. Boiler water is
coolant heat exchanger and recirculates the pumped through the jacket water heat
coolant within the engine. After the coolant exchanger and the exhaust heat recovery
reaches the opening temperature of the muffler in series where it is heated to the
temperature regulator, the regulator begins to desired temperature. As shown the water flow
open and allows some coolant flow through through the expansion tank provides de-
the heat exchanger. The heat exchanger areation.
transfers heat energy to the load.
A third variation on the standard heat
When normal process load is insufficient to recovery system is to incorporate the exhaust
absorb enough heat, load balancing heat recovery device into the engine cooling
temperature regulator limits jacket water inlet loop, see Figure 70. To ensure coolant flow
temperature by directing coolant through a through the muffler, the engine temperature
secondary cooling source (load balancing regulators and the by-pass line must be
heat exchanger). The secondary cooling removed and an external warm-up
source should be incorporated in the engine temperature regulator must be added. The
loop, not the load loop. The load balancing added restriction of the exhaust heat recovery
device should be a heat exchanger or a device may exceed the allowable external
radiator. Heat transfer through the load restriction from the engine mounted pump.
balancer is usually cyclical. If a radiator is An auxiliary circulation pump may be
used, it must be designed to withstand required. The advantages of this system are
thermal shocks developed from the cyclic that the obtainable process water temperature
loading. is usually higher and there are fewer
components. The disadvantages to this
The second option of a standard heat system are the engine cooling system is
recovery system uses an exhaust heat modified, and the design of this system
recovery device included in the system in
Pressure Cap &

Vacuum Breaker Relief Valve
Air Vent & Deareration
Low Water Level
Exhaust Shut Down Expansion Tank
Heat Recovery
Device
Excess Flow
Load Heat
X Bypass Valve Engine Mounted
Exchanger
Expansion Tank
To Load
To Remote
123 Cooling Device
J.W. Heat
Engine Exchanger From
A/C
Load
Low Water Flow Load Balancing
Generator O/C Shut-Down Heat Exchanger
Jacket Water
Pump
Separate Circuit Circulating Load Balancing
Cooling Pump Temperature Regulator
Figure 69. Standard Temperature Heat Recovery System – with series exhaust muffler.
68
Pressure Cap &
Air Vent & De-aeratrion Line Low Water

Level
Expansion Tank Shut Down
Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Temperature Heat Exchanger Heat Exchanger
Device From Load Regulator
To Load
To Remote
123 Cooling Device
Engine From Load
A/C
Generator
O/C
Circulating Load Balancing

Pump Temperature Regulator
Figure 70. Standard Temperature Heat Recovery System – combined JW and muffler circuit.
becomes more critical to the successful • The expansion tank must be the highest
engine operation. point in both the engine and the load loop
cooling systems.
Any heat recovery system where the process
water circulates in the engine jacket is not • Use only treated water or antifreeze, as
recommended. Experience has shown that in recommended in the Water Quality and
most cases the user can not economically Treatment for Standard Temperature System
treat the quantity of process water to the level section, in the engine jacket cooling circuit.
required to avoid maintenance problems with
the engine. • Incorporate air vents to eliminate air traps
and locks as recommended in the section
The Combined Heat and Power Cooling System Filling and Venting.
discussed in the Cooling Systems chapter also
explains similar heat recovery configurations • A load balancing temperature regulator
offered. must be used to regulate coolant through
the secondary cooling source to maintain
Design Criteria for Standard jacket water inlet temperatures below
Temperature Systems maximum limits.
The purpose of the following discussion is to
• Coolant must continually flow through the
call attention to certain basic criteria critical
exhaust heat recovery device when the
to the proper operation of a heat recovery
engine is operating to avoid thermal shock
system, additional criteria may be required.
on hot muffler surfaces.
Contact the Caterpillar dealer or the factory
for specific requirements. • To keep external resistance within
allowable limits for the engine mounted
• The system must provide adequate coolant
pump, locate heat recovery mufflers and
flow through the engine jacket to maintain
heat exchangers as close to the engine as
coolant temperature differential (outlet-
possible. An engine mounted jacket water
inlet) below 6°C (11°F) at all conditions.
pump requires a minimum inlet pressure,
as specified in the section on Minimum
69
Suction Head in the Cooling Systems engine outlet to ensure that the minimum
chapter, at all times. pressure is maintained for that temperature. If
a low pressure at the engine outlet is
detected, the protection system shuts the
High Temperature Systems engine down.
The basic operation of these systems is
already described in the section on High High Temperature Liquid Water
Temperature Cooling System in the Cooling System
System chapter. The aftercooler-oil cooler This system functions similar to a standard
circuit in this system is similar to one in the temperature system, except for the elevated
Standard Cooling System. The jacket water jacket water outlet temperatures 99–130°C
circuit is cooled by high temperature water. (210–266°F), see Figure 71.
As mentioned earlier, there are two types of
high temperature systems, liquid water and A pressure cap or static head must be
water-steam systems. provided in the engine coolant circuit to
assure a pressure of 70–85 kPa (10–12 psi)
For both systems, the standard temperature above the pressure at which steam forms at
regulator and bypass are removed and that particular engine outlet temperature of
replaced by an external control. The standard the coolant. The source of this pressure may
jacket water pump is removed and must be be a static head imposed by an elevated
replaced by an external electric pump capable expansion tank or controlled air pressure in
of the high temperature and pressures of this the expansion tank. For 130°C (266°F) water,
system. the pressure at the engine outlet should be
minimum of 345 kPa (50 psi) to prevent steam
Steam formation is not acceptable inside the formation. Maximum system pressure
engine jacket at any time for Caterpillar allowed on the engine jacket, measured at the
G3600 engines. The engines with High inlet to the engine, is 460 kPa (67 psi). Excess
Temperature cooling systems have a factory pressure may result in internal water leaks
provided protection system to ensure that and damage the water cooled turbocharger
there is no steam formation inside the engine housing.
jacket. The protection system checks the
temperature pressure of the coolant at the
Pressure Cap &

Air Vent & De-aeratrion Line Low Water

Level
Expansion Tank Shut Down
Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Temperature Heat Exchanger Heat Exchanger
Device From Load Regulator
To Load
To Remote
123 Cooling Device
Engine From Load
A/C
Generator
O/C
Circulating Load Balancing

Pump Temperature Regulator
Figure 71. G3600 High Temperature Liquid Water System.
70
Design Criteria for Liquid Water usually cyclic. Thus if a radiator is used, it
System must be designed to withstand thermal
The criteria for this system is similar to the shocks developed from cyclic loading.
Standard Temperature Heat Recovery system:
• For multiple units that share a single steam
• The system must provide adequate coolant separator, all circulating pumps must run
flow through the engine so the engine when any one engine operates. This
coolant temperature differential (outlet practice prevents a severe thermal shock if
minus inlet) does not exceed 6°C (11°F). a unit is started later.
• The expansion tank must be the highest • High jacket water temperatures will result
point in the cooling system. The pressure in after-boil if there is a hot shut down. Add
cap on the expansion tank should be rated an additional 10% of system volume to the
for pressure higher than the inlet pressure normal expansion tank sizing guidelines.
requirements of the jacket water pump.
High Temperature Water-Steam
• Proper water treatment is essential for the System
successful system operation as The high temperature water-steam system,
recommended in the section Water Quality see Figure 72, provides liquid water to cool
and Treatment for High Temperature the engine, but then flashes it to steam to be
Systems. used for loads requiring low pressure steam
97 kPa (14 psi). A circulation pump forces
• Incorporate de-aeration circuit and air vents water through the cylinder block to the steam
to eliminate air traps and locks as separator. In the steam separator, some of the
recommended in the section Filling and water flashes to steam and the rest is
Venting. condensed back to water and returns to the
engine.
• A load balancing temperature regulator
must be used to direct coolant through a The pressures shown in Figure 72 are
secondary cooling source to maintain the representative values. The relief valve
jacket water inlet temperature within limits. pressure 103 kPa (15 psi) is set by boiler
codes. Pressure in the separator is controlled
• Coolant must continually flow through the
by the pressure control valve. Once pressure
exhaust heat recovery device when the
builds to 97 kPa (14 psi), the control valve
engine is operating to avoid thermal shock
allows steam to flow. The actual steam
on hot muffler surfaces. This may be
pressure in the load line is a function of load
accomplished using a low water flow
requirements. If the load is not consuming
shutdown device.
the steam the pressure in the steam line will
• A high temperature system requires a increase. Once the pressure reaches 90 kPa
pressure control for the engine coolant (13 psi), the excess steam valve will open to
circuit to maintain a required range of transfer engine heat to the waste cooling
pressure. device (load balancing condenser).
• Water pumps must be suitable for use with Caterpillar requires excess steam valve to be
elevated temperatures and pressures. located downstream of the pressure control
valve. If it is upstream, the pressure control
• An external warm-up temperature regulator valve will not function properly.
is required.
Design Criteria for Water-Steam
• The load balancing heat exchanger must be System
incorporated in the engine loop, not the • The system must provide adequate coolant
load loop. The load balancing condenser flow through the engine so the engine
may be either a heat exchanger or radiator. coolant temperature differential (outlet
Heat transfer through the load balancer is minus inlet) does not exceed 6°C (11°F).
71
Steam
14 psig To Load
X
15 psig Maximum Pressure Control
Relief Pressure Valve Excess Steam Condensate
X 13 psig X Valve
From Load
Steam Water Level

Separator Control
Load
To Waste
Balancing
Exhaust Cooling Device
Condenser
Heat Recovery To Load
Device From Load Low Water Level
Shut-down
123
Air Eliminator
Engine
A/C
Make-up
Generator O/C Water
Condensate Condensate Tank
Pump
Circulating
Separate Circuit Pump
Cooling
Figure 72. G3600 High Temperature Water – Steam System.
• There are no elevation or static head boiler blow-down devices are

requirements for the steam separator other recommended.
than what suction head is used for the
circulating pump. So, this system may be • A low water shutdown on steam separator
used in locations with limited overhead device is required. A low water level pre-
clearance. alarm is also recommended. Low water
level could cause engine overheating and
• Since a electric motor driven pump should serious damage.
be used for the jacket water circuit, it is
important to insure that the pump is • The excess steam valve cannot be in the
operating while the engine is running. The steam separator and must be downstream
pump should continue running of the pressure control valve.
approximately five minutes after the engine
• No warm-up temperature regulator is
is stopped, to cool the engine.
required since the pressure control valve
• Maximum temperature at the engine outlet does not allow any heat (steam) to exit the
must not exceed 130°C (266°F). Inlet system until the engine has warmed up and
pressure to the pump should be maintained the separator has reached system pressure.
within limits to prevent cavitation at the
high temperatures.
Water Quality and Treatment
• A pressure switch is required at the jacket The coolant used in the Caterpillar G3600
water inlet to the engine to monitor engine cooling systems should adhere to the
absolute pressure. specifications given in the following sections.
If the available coolant is not within
• Use only treated water in the engine jacket acceptable limits, proper water or coolant
cooling circuit as recommended in the treatment should be incorporated to use that
section Water Quality and Treatment for coolant.
High Temperature Systems. Continuous
water chemistry monitoring with automatic
72
Water quality is prime consideration in closed Caterpillar recommends using a 50%/50%
or open cooling systems. Excessive hardness mixture of glycol and water by volume in all
will cause deposits, fouling and reduced G3600 engines. Concentrations less than 30%
effectiveness of the cooling system require the addition of corrosion inhibitors to
components. Water used for initial fill and maintain cleanliness, reduce scale and
makeup must meet the criteria shown in the foaming and to provide acidity and alkalinity
subsequent sections. (pH) control. The corrosion inhibitor must be
compatible with the glycol mixture and not
If the engine is expected to operate under damage flexible connections, seals or gaskets.
freezing conditions, antifreeze must be added Avoid sudden change in coolant composition
to the coolant. Ethylene glycol or propylene to minimize adverse effects on non-metallic
glycol is recommended. They both have components. Caterpillar antifreeze contains
similar properties, but propylene glycol has the proper amount of coolant conditioner.
slightly better heat absorption capability than Caterpillar inhibitors are compatible with
ethylene glycol. The concentration required glycol base antifreeze. The reduction in heat
for ethylene glycol can be determined from transfer capability of the coolant by the
Figure 73. addition of antifreeze is explained in the
section Radiator Design Criteria.
If the operating temperature will not drop
near freezing, water with a 6–8% mixture of Note: Do not use coolant conditioner
coolant conditioner is recommended for elements or liquid coolant conditioners with
cooling systems. For more information on Dowtherm 209 full-fill coolant. Soluble oil or
recommended coolant composition, refer to chromate solutions should not be used.
the Caterpillar publication Coolant and Your Methoxypropanol based coolants must not be
Engine (No. SEBD0970). used in G3600 Engines.
Water Quality and Treatment for

Standard Temperature Systems
Water hardness is usually described in parts
per million, ppm (or grains/Gal) of calcium
carbonate content. Water containing up to
60 ppm (3.5 grains/Gal) is considered soft
and causes very few deposits. Usable water
for cooling systems must be below the
following limits:
Chloride (CL) 40 ppm (2.4 grains/Gal)

Sulfate (SO4) 100 ppm (5.9 grains/Gal)
Total Hardness 170 ppm (10 grains/Gal)
Total Solids 340 ppm (20 grains/Gal)
pH 5.5–9.0
Water softened by removal of calcium and

magnesium is acceptable. Distilled or de-
ionized water is preferred over water softened
by salts. Corrosion inhibitors added to water
or antifreeze solution maintain cleanliness,
reduce scale and foaming and provide pH
control. With the addition of an inhibitor, a pH
of 8.5 to 10 should be maintained.
Figure 73. Recommended glycol concentration.
73
Water Quality and Treatment for High has left the engine jacket water loop. Water
Temperature Systems treatment chemicals that are added to the
The engine cooling water for a low pressure system are usually mixed with the feed water
steam (water-steam) or high temperature as it enters the engine jacket water system.
water system is circulated within the engine
Engine jacket water (boiler water) is a
water jacket at temperatures above 99°C
mixture of feed water and resident water. It is
(210°F). As a result, there is a potential for
the water circulated within the water jacket of
steam to form in both of these applications.
the engine to cool the engine and recover
For these purposes, treat the engine coolant
heat. Engine jacket water (boiler water)
as for a steam boiler. Since several localized
should not exceed the following maximum
areas of the engine jacket water system can
concentrations:
have very high heat flux rates and very
narrow water flow passages, the engine water Silica Concentration 150 ppm as SiO2
chemistry will have the same chemistry as a
Total Alkalinity 700 ppm as CaCO3
close tolerance steam boiler. The coolant
specifications published above and in the Specific Conductance 3500 micro mho per cm
Caterpillar Operator Manual are for less than Total Suspended solids 10 ppm
99°C (210°F) ethylene glycol or propylene In addition to the above chemistry, Caterpillar
glycol systems. This is not applicable for low recommends the engine jacket water (boiler
pressure steam and liquid water heat water) be treated with chemicals as listed
recovery systems. below:
Minerals in the water can precipitate during • An oxygen scavenger to remove oxygen
the heating process and form deposits within from the feed water with sufficient reserve
the cooling system of the engine. These in the engine jacket (boiler water) to
deposits can restrict the heat transfer and remove all the oxygen from the water.
water circulation, resulting in engine failure.
To prevent these deposits within the cooling • Maintain 200 to 400 ppm as CaCO3
systems, the following engine jacket water equivalent of hydroxide alkalinity in the
(boiler water) quality guidelines are engine jacket water (boiler water). The
recommended. reserve alkalinity prevents corrosion and
causes precipitation of iron and silica in the
Make-up water is added to a low pressure
form that can be removed by blow-down.
steam system to replace steam and blow-down
losses. It should not exceed the following • A blend of dispersants to adequately
maximum concentrations: condition and suspend the precipitation
solids in the water. The dispersants keep
Iron 0.1 ppm
the solids suspended until they are
Copper 0.05 ppm
removed during blow-down.
Total Hardness 0.3 ppm as CaCO3
• Appropriate treatment of the steam to
The make-up water can be treated to reduce provide condensate returning to the engine
or remove, the impurities from the water. In that meets the engine jacket water (boiler
general, the water is treated when one or water) specifications.
more of the feed water impurities is too high
to be tolerated by the system. There are many Total Dissolved and Suspended Solids
types of water treatment — softening, Depending on the make-up water source and
evaporation, de-aeration and ion exchange treatment, the feed water will contain some
that can be used to treat make-up water for a dissolved and suspended solids. On a low
particular system. pressure steam system, the steam will leave
the engine; the minerals and chemicals will
Feed Water is a mixture of returning
remain. This results in a concentrating of the
condensate and make-up water that enters the
total Dissolved Solids (TDS). The amount of
engine jacket water loop to replace steam that
74
makeup water per hour approximately Because blow-down is only performed
equals twice the system volume. This means periodically, significant dilution is needed to
for feed water with a TDS of 100 ppm, the ensure that the engine jacket water (boiler
TDS in the engine jacket water will increase water) conductivity does not exceed the
by 200 ppm per hour. maximum before the operator returns to
blow-down the engine again. Note that the
Engine jacket water scale forms when the conductivity can exceed targeted maximum or
concentration of solids reaches a critical point. even absolute maximum if the operator does
This depends on the type of contaminants in not blow-down the boiler at the appointed
the feed water, engine operating temperature time, or if the engine steaming rate increases
and other factors. The maximum allowable between blow-down operations. If the absolute
concentration of dissolved solids can be maximum is exceeded, scaling will occur.
expressed in parts per million TDS or in Because small amounts of scale wastes
terms of conductivity (micro mhos/cm). energy and can lead to engine damage, it is
very important to stay below the absolute
Measurement of TDS Control maximum. Conversely, the steam production
TDS can be measured by ppm or by rate may decrease and as a result the operator
conductivity (micro mhos/cm). The would blow-down the engine sooner than
Caterpillar level for TDS is given in michro necessary. Therefore, Caterpillar
mhos/cm because conductivity is easier to recommends continuously monitoring of TDS
measure with commercial continuous and automatic blow-down controls.
monitoring equipment or hand-held
equipment. There is a direct relationship Alkalinity
between ppm and conductance, 3500 mhos = Alkalinity is required in a high temperature
2680 ppm. water and a low pressure steam system to
prevent corrosion. Alkalinity holds silica in
To avoid exceeding the maximum allowable
solution and causes iron to precipitate in a
conductivity, it is necessary to drain off some
form removable by blow-down. Too much
of the engine jacket water (boiler water)
alkalinity can result in a high pH and cause
periodically. This is referred to as boiler
caustic cracking and caustic attack to external
blow-down. As it occurs new feed water is
engine compartments.
added to dilute the water in the engine water
jacket, thereby reducing its conductivity. Total Alkalinity
Historically operators have performed blow- Total alkalinity is usually measured on site by
down manually by periodically opening a a titration with methyl orange and is
valve to drain the steam separator. This may frequently referred to as “M” alkalinity. Many
be done once per hour, once per shift or some coolant analysis companies refer to pH of
other interval, depending on the coolant water. Because of the wide variation in
circumstances. local make-up water and commercial
treatments, there is no direct correlation
A less common method of monitoring TDS is
between total alkalinity and pH. Generally, in
to measure chlorides in both the engine
high temperature water and low pressure
jacket water (boiler water) and the make-up
steam systems, the pH will be in a range of
water by a titration process. Since chlorides
10.0 to 11.5 pH
are not affected by chemical treatment, the
operator can determine the number of Reser ve or Hydroxide Alkalinity
concentrations that have occurred in the
To prevent corrosion and scale deposits, a
engine jacket water (boiler water) by
reserve of hydroxide (OH) alkalinity is
comparing the ratio of the two values. Based
required. The OH alkalinity is not easily
on known values of the make-up water, the
measured in the field, but can be calculated. A
operator can calculate the acceptable number
"P" alkalinity is measured by phenopthalein
of concentration that can occur before
and sulfuric acid titration. Once “P” value is
blow-down is required.
75
determined, the following formula is used to A comprehensive discussion of feed water
calculate “OH” alkalinity. problems and treatment of boiler feed water is
available in a bulletin from Nalco Chemical
“OH” Alkalinity ⫽ Co. To obtain the bulletin, write to:
2 ⫻ “P” Alkalinity ⫺ “M” Alkalinity
Nalco Chemical Co
Low pressure steam engines will have special 1 Nalco Center
requirements if the unit does not run Naperville, IL 60566
continuously. Any low pressure steam engine Attention: Marcom Dept.
that is shut down frequently can be prone to
deposits even with good water treatment Request bulletin 30, titled “Boiler feed Water
programs. Once the engine is shutdown, the Treatment”. There is no charge for the
dispersants in the feed water can no longer bulletin.
keep the solids in suspension. They will
collect and harden to form scales and can
result in engine failure. For engines that do Other Caterpillar Cooling
not run continuously, we recommend a System Related Publications
circulating pump of 100 lb water/lb of steam In addition to this publication the user is
capacity to be operated even while the engine recommended to refer to other related
is shutdown to keep the solids in suspension. Caterpillar publications for more information.
Some of them are listed below, for other
The above water chemistry limits are information contact your Caterpillar dealer or
stringent, but not when considering that the factory.
deposits formed inside the engine are
cumulative. Cogeneration and heat recovery • Cooling System Fundamentals (text and
equipment is intended to last 20 years or slides) LEKQ1475
longer. To maintain performance and value of
equipment, it is important to eliminate scale • Coolant and your Engine SEBD0970
deposits within engines. Once a deposit is
formed it is very difficult and may be • Special Instructions – Storage Procedures
economically impractical to remove. To for CAT products SEHS9031
emphasize again, scale formation is
• System Operation and Adjustment – G3606
cumulative and the successful method of
and G3608 engines SENR4258
avoiding scale is to not permit conditions for
scale to form. These guidelines are based on • System Operation and Adjustment – G3612
established limits of the American Boiler and G3616 engines SENR5528
Manufacturer’s Association (ABMA) and
suggested guidelines by the ASME research
committee on Water in Thermal Power
Systems. We have reasonable confidence that
operators who adhere to these guidelines will
have years of deposit free and scale free
performance from their Caterpillar Engines.
Since water chemistry and water treatment

are very regional items and tend to vary
considerably around the world, the engine
owner has the ultimate responsibility for the
engine water treatment.
76
G3600 Lubrication System
General System Description
Engine Sump
Strainer
Main Oil Pump
Emergency Pumps
Oil Thermostats
Oil Cooler
Oil Filters
Priority Valve
Oil Metering Pump
Prelubrication
Air Prelube Motor
Types of Prelubrication
Intermittent Prelube System
Quick Start Prelube System
Postlubrication
Lubricating Oil Heaters (Optional)
Oil Level Alarm, Shutdown, and Makeup (Optional)
Oil Level Gauge (Dipstick)
Oil Selection
Caterpillar Natural Gas Engine Oil (NGEO)
Commercial Oils
Sour Gas & Alternate Fuel Gas Applications
Multi-Viscosity Oils
Synthetic Oils
Lubricant Viscosity
Monitoring Lubricating Oil Quality
Scheduled Oil Sampling (S•O•S)
Lubrication Oil Condemning Limits
Oil Change Interval
Oil Consumption
G3600 Lubrication Main Oil Pump Flow Rates
**900 rpm **1,000 rpm
Engine *Pump Type Lpm (gpm) Lpm (gpm)
General System Description G3606 high speed 1,000 (263) 1,110 (293)
Figures 74 and 75 show the G3600 lube oil G3606 low speed 1,260 (333) 1,400 (370)
system. Figures 76 and 77 contain simplified G3608 high speed 1,260 (333) 1,400 (370)
schematics of the lubrication circuit. Figures G3608 low speed 1,470 (388) 1,630 (431)
78 and 79 show oil and coolant flow directions G3612 high speed 1,470 (388) 1,630 (431)
through the oil cooler bundles. Below is a G3612 low speed 1,630 (430) 1,810 (477)
description of each component in the system. G3616 high speed 1,630 (430) 1,810 (477)
G3616 low speed 2,050 (540) 2,280 (600)
Note: The G3600 lubrication circuit has been * High speed pumps are used for constant speed applications at 900
or 1000 rpm. Low speed pumps are used for variable speed
designed such that only filtered oil reaches applications ranging from 800 to 1000 rpm.
the cylinder block main oil manifold. At no **Engine speed
time (during prelubrication/postlubrication, Table 2.

engine startup, or during normal engine
operation) is unfiltered oil allowed to enter Emergency Pumps
the cylinder block main oil manifold. Emergency pumps may be required in some
applications in case of main oil pump failure.
Engine Sump Table 3 contains the flow rates to fulfill
Table 1 contains the sump capacities for minimum lubrication requirements at full
G3600 engines. Use the oil level gauge to power for rated speeds between 700 and 1000
insure proper fill after each oil change. rpm.
G3600 Sump Capacities Minimum Flow Rates for

* Stopped, Cold Engine Emergency Oil Pump, Lpm (gpm)
Full Volume, L (gal) G3606 750 (198)
G3606 708 (187) G3608 770 (203)
G3608 912 (241) G3612 890 (235)
G3612 1,030 (272) G3616 1200 (317)
G3616 1,325 (350)
Table 3.
* Corresponds to oil in pan temperature of 21°C (70°F)
Table 1. Oil Thermostats

The oil thermostats begin to divert oil to the
Strainer coolers between 75°C and 78°C (167°F and
The strainer is a 650 micron (0.025 in.) screen 172°F). The full open temperature of an oil
located between the suction bell and suction thermostat is 85°C. The desired steady state
tube. oil temperature is 83°C.
Main Oil Pump Oil Cooler

The main oil pump is a fixed displacement The oil coolers are of tube bundle
pump. The pump output depends on engine construction. The coolant water is contained
speed and varies little with back pressure. in the tube side; the oil is contained in the
The pump operates at 1.524 times the engine shell side of the oil cooler.
speed. Table 2 contains the pump flow rates.
It is important to note that not all of the oil G3606 and G3608 engines use two oil cooler
pumped goes through the cooler/filter circuit. bundles. The maximum water approach
To maintain 430 kPa (63 psig) to the main oil temperature to the coolers is 54°C (140°F).
manifold, a significant quantity is bypassed
immediately back to the sump via the priority G3612 and G3616 engines may use two or
valve (see priority valve in this section). three oil cooler bundles. If two oil coolers are
used, the maximum water approach
temperature to the coolers is 32°C (90°F). If
two oil coolers are used, the maximum water
79
approach temperature is 54°C (140°F). For Figures 78 and 79 show oil and coolant flow
water inlet temperatures above 54°C (140°F) directions through the oil cooler bundles. The
consult the factory for custom, off-engine plate- maximum water flow through one tube bundle
type heat exchangers. is 1,000 lpm (260 gpm). Exceeding this flow
limit will cause erosion and weaken the tube
walls.
1. Oil Pump 9. Oil Manifold (Oil to Bearings)

2. Prelube Pump 10. Oil Manifold (2) (Oil to Piston Cooling
3. Oil Coolers Jets)
4. Oil Filters 11. Oil to Main Bearings
5. Oil Themostat Housing 12. Oil to Camshafts
6. Oil Filter Duplex Valve Handle 13. Turbocharger
7. Priority Valve 14. Bypass Oil
8. Emergency Oil Connection 15. Check Valve
16. Piston Cooling Jets
* Flow in Opposite Direction During Prelube
Figure 74. G3600 Inline Lubrication System.
80
1. Oil Pump 9. Oil Manifold (Oil to Bearings)
2. Prelube Pump 10. Oil Manifold (2) (Oil to Piston Cooling
3. Oil Coolers Jets)
4. Oil Filters 11. Oil to Main Bearings
5. Oil Themostat Housing 12. Oil to Camshafts
6. Oil Filter Duplex Valve Handle 13. Turbochargers
7. Priority Valve 14. Bypass Oil
8. Emergency Oil Connection 15. Check Valve
16. Piston Cooling Jets
* Flow in Opposite Direction During Prelube
Figure 75. G3600 Vee Lubrication System.
81
Main Oil Manifold Piston Cooling Bypass Valve: Relief Valve:
(Oil to Bearing): Jet Manifold: Flow Flow to Sump Flow to Sump
Intake Continuous Begins at 140 kPa Begins at 430 kPa Begins at 1000 kPa
Air Plenum Flow (20 psi) (63 psi) (145 psi)
Oil Metering
Pump Priority Valve
Vent to Sump
Oil Filter (3 Filter Elements) Oil Cooler
Oil Temp
Filter Regulator
Change
Valve
Vent to Sump
Breather to Atmosphere
Check Valve Check Valve

Engine Sump
Intermittent Main
Pump Oil
Pump
Strainer
Intermittent Prelube
Figure 76: G3600 Engine Lubrication System with Intermittent Prelube.
82
Main Oil Manifold Piston Cooling Bypass Valve: Relief Valve:
(Oil to Bearing): Jet Manifold: Flow Flow to Sump Flow to Sump
Intake Continuous Begins at 140 kPa Begins at 430 kPa Begins at 1000 kPa
Air Plenum Flow (20 psi) (63 psi) (145 psi)
Oil Metering
Pump Priority Valve
Vent to Sump
Spill
Valve
Flow to Sump
Oil Temp
When Pilot
Filter Regulator
Pressure is
Change
Below 48 kPa
Valve
(7psi)
Vent to Sump
Spill Valve Pilot Line
Breather to Atmosphere
Check Valve Check Valve Check Valve

Engine Sump
Booster Continuous Main

Pump Pump Oil
(17 gpm) (6 gpm) Pump
Strainer
Optional Quick Start Prelube
Figure 77: G3600 Engine Lubrication System with Optional Quick Start Prelube.
83
Oil Filters Prelubrication
Each engine contains six oil filter elements. All G3600 engines must be adequately
The filter change valve allows filter elements prelubed prior to cranking or rotating the
to be changed during engine operation. The crankshaft with the barring device.
oil filters are rated at 20 microns. The oil filter
change interval is 1000 hrs. The maximum Prelubrication systems supplied by Caterpillar
allowable pressure drop across the filters is are integrated with starting controls, electric
103 kPad (15 psid). or air powered pumps, check valve and
engine piping.
Priority Valve
The priority valve regulates oil pressure at the For remote mounted prelube pumps, the
inlet to the cylinder block main oil manifold pump must be located and piped to prevent
not at the oil pump. Thus, the oil manifold excessive inlet restriction. The maximum
pressure is independent of the pressure drop allowable line velocity at the prelube pump
across the oil filter and oil cooler. The priority inlet is 1.5 m/sec (5 ft/sec) to prevent pump
valve serves the four following functions: cavitation. The net positive suction head
required to fill the pump is 2m H20
1) The priority valve serves as the passage to (6.5 ft H20).
the engine's main oil manifold. Only filtered
oil passes to engine's main oil manifold. Air Prelube Motor
A schematic for the air flow to an air prelube
2) It diverts flow to the piston cooling jets
motor is shown in Figure 80. The air prelube
once pressure at the valve reaches 140 kPa
motor operates at 689 kPa (100 psig); air
(20 psig). Only filtered oil passes to the
consumption is 1.84 m3/min (65 ft3/min). Air
engine's cooling jets.
consumption is given at standard conditions.
3) The priority valve contains a bypass valve
Types of Prelubrication
to control the oil pressure to the main oil
There are two prelubrication systems
manifold. The desired pressure to the main
available for G3600 engines. The standard
oil manifold is 430 kPa (63 psig). The
system is an intermittent prelube system.
bypass valve adjusts pressure by directing
The intermittent prelube gives suitable
unfiltered oil to the oil sump.
performance for applications not requiring
4) The priority valve contains a relief valve to quick start capability. The other prelube
protect the system from excessive oil option is a quick start prelube system. A
pressure. When system pressure at the quick start system significantly reduces the
valve reaches 1000 kPa (145 psig) the valve amount of prelube time prior to engine crank.
begins to divert flow back to the sump. The Refer to the G3600 Price List for the various
relief valve directs unfiltered oil back to the options available.
oil sump.
Intermittent Prelube System
Oil Metering Pump An intermittent prelube system sends filtered
The oil metering pump is driven by the engine oil to the main engine manifold prior
camshaft. The oil metering pump is to startup. The system uses an engine
sometimes called a 'mister pump' as it forces mounted motor and pump. The prelube pump
oil droplets into the air stream in the air can be driven by either an electric motor, a
plenum. The purpose of aerating the oil in the compressed air motor, or a compressed
air plenum air stream is to provide further natural gas motor.
lubrication of the intake valves.
In Figure 76 is shown a schematic of an
intermittent prelube system. Oil is drawn
from the sump, passes through the prelube
pump and is sent to the oil coolers (if needed)
and oil filters. The oil enters the priority valve
84
To Radiator or
Heat Exchanger
Rear Oil Cooler
From Coolant
Pump
Front Oil Cooler
Oil Thermostat Housing
To Priority Valve and From Oil Pump

Oil Mister Pump
Oil Circuit
Coolant Circuit
Figure 78: G3600 Oil and Coolant Flow for Two Bundle Oil Cooler.
85
To Radiator or
Heat Exchanger
Rear, Bottom Oil Cooler
Front, Top Oil Cooler
From Coolant
Pump
Front, Bottom Oil Cooler
Oil Thermostat Housing
To Priority Valve and From Oil Pump

Oil Mister Pump
Oil Circuit
Coolant Circuit
Figure 79: G3600 Oil and Coolant Flow for Three Bundle Oil Cooler.
86
mounted on the front housing of the engine The engine control software is set to a zero
and then passes to the engine's main oil second delay between pressure switch closure
manifold. and engine crank, so the engine starts
immediately. Upon starting, the spill valve
The intermittent prelube sequence follows: remains closed.
1) The start initiate signal is given from the When the engine shuts down, the intermittent
ESS panel. pump will postlube. After postlube the oil
pressure decreases and the pilot controlled
2) Prelube motor begins to operate.
spill valve opens and the prelube pressure
3) Prelube motor continues as the oil pressure switch opens. When the pressure switch
in the main oil manifold rises. opens the continuous pump will energize and
maintain the oil level in the engine.
4) As the oil manifold pressure rises, the
prelube pressure switch will close at The quick start prelube sequence follows:
6.89 kPa (1 psig). (The prelube pressure
1) While the engine is not operating, the
switch is located at the right rear of the
continuous prelube pump circulates low
block.)
pressure oil through the engine's main oil
5) Thirty seconds after the prelube pressure manifold. The oil level is maintained near
switch closes, the starters are engaged. the top of the block by the spill valve.
6) The prelube motor continues to operate 2) Once the start initiate signal is given
until the engine reaches 250 rpm. from the ESS panel the continuous pump
stops and the booster pump begins
Intermittent prelube time will vary with oil operating.
temperature. Typical intermittent prelube
times, measured from the start initiate signal 3) The pressure created by the booster pump
to starter engagement, is 90 to 120 seconds closes the pilot operated spill valve.
with 25°C (77°F) oil (with a 30 second delay
4) Oil manifold pressure quickly rises since
after the pressure switch closes).
the spill valve is closed and the manifold is
Quick Start Prelube System already filled with oil. The prelube pressure
The quick start prelube system consists of switch will close at 6.89 kPa (1 psig). (The
two electric prelube pumps, a 23 Lpm (6 gpm) prelube pressure switch is located at the
continuous pump and a 64 Lpm (17 gpm) right rear of the block.)
booster pump. 5) Immediately after the prelube pressure
In Figure 77 is shown a schematic of a quick switch closes the starters are engaged.
start prelube system. When the engine is off, 6) The booster pump continues to operate
the continuous pump draws oil from the sump until the engine reaches 250 rpm.
and sends oil to the coolers (if needed), oil
filters, priority valve and the engine's main oil Quick start prelube time will vary little with
manifold. Oil level is maintained near the top oil temperature. Typical quick start prelube
of the cylinder block by a pilot operated spill times, measured from the start initiate signal
valve. to starter engagement, is 5 to 7 seconds with
25°C (77°F) oil (with a 0 second delay after
When the engine is signaled to start, the the pressure switch closes).
continuous pump shuts off and the booster
pump starts. The pressure created by the
booster pump is sufficient to close the pilot Postlubrication
operated spill valve and quickly fill the engine G3600 engines have a standard postlube cycle
as well as close the oil pressure switch at the of sixty seconds. Postlubrication protects the
right rear of the cylinder block. turbo's bearings upon engine shutdown.
87
ESS Panel Exhaust
Prelube Oil
Engine
Pressure
Block
Sensor Air Prelube
Pump
Engine
Sump
Prelube Solenoid
Valve
Pressure Lubricator
Pressure
Relief
Regulator
Valve
Pressure Starter Relay

Pressure
Relief Valve
Regulator
Valve
Starter Relay
Strainer Lubricator Valve
Air Starter
Exhaust
Starter Solenoid
Valve
Barring Device
Customer Supplied
Air Water Air Air Storage Check

Compressor Separator Filter Tank Valve
Electrical Signal
Air Circuit
Oil Circuit
Figure 80: G3600 Air Prelube.
An engine will not postlube if the Emergency Lubricating Oil Heaters (Optional)
Stop (E-Stop) button is depressed to Oil heaters are recommended for heating the
shutdown the engine. Since an oil leak could lube oil to 10°C (50°F) when ambient
potentially require the use of the E-Stop conditions are below this temperature.
button, the postlube is disabled to stop oil Heating elements in direct contact with
flow to a possible leak. An E-Stop button is lubricating oil are not recommended due to
located on the ESS panel, junction box, and the danger of coking. To avoid coking the oil
the customer terminal strip. Since no postlube when heating oil, heater skin temperatures
occurs with the use of the E-Stop button, the must not exceed 150°C (300°F) and must
E-Stop should only be used for emergency have a maximum heat density of 1.24 w/cm2
shutdowns. (8W/in2).
88
Oil Level Alarm, Shutdown, and should go to the crankcase (well above the oil
Makeup (Optional) line).
The oil level alarm and shutdown switches
An oil makeup system maintains a constant oil
alert the operator when low oil levels are
level in the oil sump. The system should add
present. The oil level alarm should sound
oil to the sump when the level drops below
when the oil in the sump drops below the Add
the Running Full mark on the oil level gauge
mark on the oil level gauge (dipstick). An oil
(dipstick). See Figure 81 for proper mount
level shutdown occurs when the oil in the
location. This automatic system senses the oil
sump drops below an acceptable level in the
level and feeds oil into the sump from an
sump.
external oil reservoir as required. The
It is important to mount the oil level alarm external reservoir must be able to feed the oil
and shutdown switchgauges in the proper into the sump at all operating conditions.
location. Failure to properly locate the gauges Some makeup systems are pump operated
could result in premature alarm/shutdown while others are gravity fed. Depending on
conditions or allow the sump oil level to drop the height at which the makeup line enters
far below recommend levels before the the oil pan, pressure in the oil pan can range
alarm/shutdown is activated. See Figure 81 from 0 kPa to 7 kPa (0 psig to 1 psig). In
for proper mount locations. general, the oil pressure prior to the makeup
valve should be above 21 kPa (3 psig).
Most oil level switches and oil level makeup However, each system should be inspected to
devices are vented. If vented to the insure proper operation and positive flow.
atmosphere they will regulate to some
erroneous level due to the crankcase
pressure. The vent line from these devices
A: Oil Level Makeup

B: Oil Level Alarm
C: Oil Level Shutdown
Block
Top of Oil Pan

175 mm
A Sump
B
C
341 mm
261 mm
Vent Line: Vent eack component to crankcase pressure
Figure 81. Locations for Oil Level Alarm, Shutdown, and Makeup Gauges.
89
Oil Level Gauge (Dipstick) Caterpillar NGEO is formulated from select
The oil level gauge has three graduations on base stock blended with special additives to
it as shown in Figure 82. Below is a provide excellent anti-oxidation/nitration
description of each mark: properties and thermal stability. Cat NGEO
reduces levels of carbon and sludge formation
• STOPPED FULL OIL COLD NO and provides excellent oil and filter life. The
PRELUBE: This mark indicates the product has superior resistance to foaming,
correct oil level for a drained engine (no exhibits good demulsibility, and provides
oil in block), 25°C (77°F) oil, and no protection against corrosion. This oil uses an
prelube operating. additive technology which offers excellent
valve and seat protection, improved piston
• RUNNING FULL: This mark indicates the cleanliness, and control of deposit formation.
correct oil level for a running engine with
an oil to block temperature of 83°C Caterpillar NGEO is especially useful for
(181°F). Caterpillar Gas Engines when used with fuels
having a concentration of hydrogen sulfide
• ADD: Below this level oil should be added. (H2S) at 0.10% by volume, or less. Sites using
If the oil level is below the ADD line during
landfill or biogas fuels would typically have
engine operation, oil should be added until
such H2S concentrations.
the RUNNING FULL mark is reached. If
the oil level is below the ADD line for a
Commercial Oils
stopped, drained, and cool engine, oil
No universal industry specifications are
should be added until the STOPPED FULL
defined for the performance requirements of
OIL COLD NO PRELUBE mark is reached.
lubricating oils for G3600 engines. The
following guidelines have been established for
Oil Selection commercial oils to be used in G3600 engines.
Caterpillar does not recommend lube oils by These oil requirements are for processed
brand name. Field operation may identify oil natural gas.
brands which yield good results. Oils which
• Caterpillar recommends the use of oils
may be listed as having good field
formulated specifically for heavy duty gas
operating results by oil companies do not
engines--oils that are designed for gas
form a Caterpillar recommendation. They
engines operating at 1240 kPa (180 psi)
serve only as potential oils which may be
BMEP rating. Do not use oils formulated
successful. Each particular oil company has
exclusively for gasoline or diesel engines.
control of its product and should be
accountable for its oil performance. • Caterpillar recommends oils that have
sulfated ash values between 0.40 and 0.60%
Caterpillar Natural Gas Engine Oil to be used in G3600 engines.
(NGEO)
Caterpillar has an oil formulated to provide • Caterpillar recommends oils that have
maximum performance and life in Caterpillar successfully completed 7,000 hours of
Gas Engines. This low ash oil has 0.45% documented field service in G3600 engines.
sulfated ash (ASTM D874) and 5.0 Total Base The field trial must be performed in a
Number (TBN), (ASTM2896). similar configuration to the proposed
engine and at a power level (BMEP) that
Add Running Full Stopped Full Oil Cold No Prelube
Figure 82. G3600 Oil Level Gage (Dipstick).
90
meets or exceeds the proposed engine. deteriorates, and they need servicing or
During the field trial, the following replacing.
parameters must be monitored: oil
consumption, oil deterioration and valve Caterpillar recommends that even though a
recession. At the completion of the field fuel gas is scrubbed to a pipeline level of H2S,
trial, the condition of the oil and the engine the precautions listed below should be taken
must be within the following limits. for high sulfur fuels to protect against those
intervals of operation with high sulfur fuel
• No ring sticking or ring scuffing. without precautions can severely damage the
• No liner scuffing or carbon cutting from engine.
excessive piston top land deposits.
• Valve recession and deposits must not • Maintain the jacket water outlet
exceed the limits established for temperature between 96°C and 102°C
Caterpillar G3600 engines. (205°F and 215°F). Water and sulfur oxides
• Oil consumption must not exceed two are formed during combustion and will
times the initial oil consumption. Initial condense on cylinder walls at low
oil consumption is established during temperature. The higher jacket
the first 1000 hours of operation. temperature will minimize the amount of
• At the end of all specific oil change condensation.
periods, the oil condition must remain
within Caterpillar's limit for oxidation, • Maintain the temperature of the oil in the
nitration, TBN, TAN, and wear metals. sump high enough to prevent water from
• At the end of the 7,000 hour field trial, condensing in the oil. Normally,
two pistons must be removed for visual maintaining the jacket water outlet
inspection. Photographs of the pistons, temperature at a minimum of 96°C (205°F)
piston rings, and cylinder liners are will accomplish this. G3600 engines have
required. outlet-controlled jacket water systems
available that operate at 110°C (230°F).
Sour Gas & Alternate Fuel Gas • Establish an oil analysis program to assure
Applications oil change periods are not extended beyond
Sour gas generally refers to fuels containing a safe limits and that other problems are not
high concentration of sulfur compounds overlooked. Caterpillar Dealers are capable
(above 10 ppm), primarily hydrogen sulfide of establishing and conducting such
(H2S). Fuels such as field, digester, bio-mass, programs.
or landfill gas generally fall in this category.
Sweet gases are fuels with low concentrations • Where it is possible to start the engine on
of sulfur compounds (below 10 ppm). sweet gas, bring the engine up to operating
temperature on sweet gas, then switch to
If gas with excessive sulfur levels is used as a sour gas. Reverse the procedure when
fuel, sulfur compounds could be dissolved in shutting down the engine.
the oil from blow-by gas and cause corrosive
attack on internal engine components. The • Select a natural gas engine oil with a higher
corrosion usually is caused by a direct H2S TBN, or select a natural gas engine oil
attack of the bright metals within the engine, specifically formulated for use with
such as the oil cooler and bronze/ brass alternate fuel gas. Use the same selection
bushings or bearings. This direct H2S attack method of this oil as specified in the
can not be deterred by high TBN oils or previous section. Oils with higher TBN
controlled by oil analysis. There are various values generally have higher levels of
devices available to reduce H2S in the fuel gas sulfated ash. Ash can cause deposit buildup
that leads to valve, combustion chamber,
such as chemical active filters, reactive beds,
and turbocharger damage. These deposits
and solutions. Most of these devices deplete
can potentially shorten engine life.
the reactive chemicals, their performance
91
• There is no known oil additive than can Monitoring Lubricating Oil
protect the internal bright metal engine
Quality
components from H2S attack. A positive
Scheduled Oil Sampling (S•O•S)
crankcase ventilation has proven to
Caterpillar Dealers offer Scheduled Oil
successfully reduce the H2S attack of
Sampling (S•O•S) as a means of determining
internal engine components. The engine condition by analyzing lubricating oil
ventilation system should positively remove for wear particles. This program will analyze
the fumes from the crankcase and allow the condition of your engines, indicate
filtered air to enter the crankcase to dilute shortcomings in engine maintenance, show
the levels of H2S. Guidelines for installing first signs of excessive wear, and help reduce
and sizing a crankcase ventilation system is repair costs. This program is not able to
contained in the Crankcase Ventilation predict a fatigue or sudden failure. Caterpillar
A & I Guide. recommendations for oil and oil change
periods are published in service literature.
Multi-Viscosity Oils Caterpillar does not recommend exceeding
The operation of gas engines using multi- the published oil change recommendations
viscosity oils has been very limited. Results unless the change intervals are established by
from these tests has indicated poor oil a comprehensive maintenance management
performance as compared with single grade program that includes oil condition analysis.
oils relative to deposits.
Lubrication Oil Condemning Limits
For applications where continuous cold
The lubricating oil condemning limits were
starting is an absolute, single grade oil used
developed from engine operating experience
in combination with jacket water heaters
and oil analysis. The limits provide guidelines
and/or oil heaters are recommended.
in determining the oil's useful life in the
Performance requirements for multi-viscosity engine. Table 4 and 5 establishes the limits
oils in G3600 engines are the same as single for oil service life.
grade oils. Multi-viscosity oils require a
successful 7000 hour field trial as previously Scheduled Oil Sampling
described for commercial oils. Field trial data Parameter Limit

Oxidation 100% as defined by S•O•S Program
from single grade oils using similar additives
Nitration 100% as defined by S•O•S Program
do not apply to multi-viscosity oils.
Sulfur Products 100% as defined by S•O•S Program
Synthetic Oils Water 0.5% maximum
The use of synthetic base stock oils is very Glycol 0%
limited in Caterpillar gas engines because of Wear Materials Trend Analysis
their high cost. Performance requirements Table 4.
for synthetic oils in G3600 engines is the
same as single grade oils. Synthetic oils Alternate Oil Analysis
(additional test procedure for more data)
require a successful 7000 hour field trial as
Parameter Limit
previously described for commercial oils.
Viscosity 3cSt increase from new oil
(ASTM D445)
Lubricant Viscosity Total Base Number 50% of original TBN
All G3600 engines currently operate with (TBN), (ASTM D2896)
SAE 40 oil. Other lubricant viscosities are not Total Base Number 1.5 minimum
recommended for use with G3600 engines. (D664)
Oils other than SAE 40 require require a Total Acid Number 3.0 max or
(TAN) (D664) 2.0 over new oil
successful 7000 hour field trial as previously
described for commercial oils. Table 5.
92
There have been occurrences where wear hour (lb/bhp-hr). The following lists the
metal levels indicate a TBN depletion but the typical mid-life BSOC for engines operating at
TBN by ASTM D2896 has not shown 100% load factor.
significant depletion. Those occurrences have
been with corrosive fuels such as landfill gas. Engine
Model g/bkW-hr lb/bhp-hr g/bhp-hr
Those customer have found that measuring
G3600 0.304 0.000521 0.227
the TAN by ASTM D664 has given a better
correlation between wear metals protection . Table 6.
If there are wear metals with adequate TBN
reserve by ASTM D2896 it is suggested to try Note: BSOC can typically vary by as much as
ASTM 664. +275% to minus 50%. Also, with very low
consumptions, measurement methods
Oil Change Inter val become difficult and number erratic.
To achieve maximum life from the engine oil Therefore these values can only be used as a
and provide optimum protection for the guide for make up oil requirements.
internal engine components, a Scheduled Oil
Sampling program (S•O•S) must be used. The following formula may be used to
Information is available through Caterpillar estimate oil consumption per hour:
Dealers. The program will determine oil
change intervals based on trend analysis and L/hr = Engine bkW ⫻ Load Factor(%) ⫻
condemning limits established for the engine. BSOC (g/bkW-hr)
For an optimized program, oil samples must be Density of Oil**
taken every 250 operating hours through the gal/hr = Engine bhp ⫻ Load Factor(%) ⫻
life of the engine. BSOC (lb/bhp-hr)
Density of Oil**
The typical oil change interval for G3600
engines is 5,000 operating hours for **Typical engine oil has a density of 899 g/L
continuous operation on pipeline gas. (7.5 lb/gal)
However, due to the variety of applications
and fuel qualities, the S•O•S must be used to
monitor the quality of the engine's oil. If the
S•O•S results condemn the oil, then the oil
must be changed regardless of the operating
hours.
If oil change intervals are consistently lower

than 5,000 hours, consult your Caterpillar
Dealer.
Oil Consumption
Oil consumption, along with fuel consumption
and maintenance information, can be used to
estimate total operating cost. Oil consumption
data may also be used to estimate the quantity
of make-up oil required to accommodate
maintenance intervals. Many factors such as
engine load, oil density, oil additive packages
and maintenance practices can affect oil
consumption.
The rate of oil consumption is called BSOC

(brake specific oil consumption) and the unit
of measure is grams per brake kilowatt hour
(G/bkW-hr) or pounds per brake horsepower
93
Materials and specifications are
subject to change without notice.
© 1997 Caterpillar Inc.
Printed in U.S.A.

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Gas Engines

LEKQ7255 (Supersedes LEKQ2460) 8-97

83°C (181°F) Temperature Raw Water

32°C (90°F) Temperature AC-OC Circuit

Jacket Water Full Flow Jacket Water

93°C (199°F) Temperature

70°C (158°F) Exhaust Heat

Figure 5. G3600 Combined Heat and Power Cooling System - Option A.

93°C (199°F) Temperature

Figure 6. G3600 Combined Heat and Power Cooling System - Option B.

Figure 7. G3600 Low Energy Fuel Engine Cooling System.

Engine Jacket Condensate

32°C (90°F) Temperature AC-OC Circuit

Figure 8. G3600 High Temperature Cooling System.

The most appropriate cooling system for a

300 kPa Expansion Temperature

Figure 9. Inlet Controlled Cooling System.

Raw Water Raw Water

32°C (90°F) Temperature AC-OC Circuit

Basic Operating Parameters Jacket Water Circuit temperatures

Flow Limits Total fuel consumed in SCMH (SCFH) is

Heat rejection in kW (Btu/min) Specific Heat

between this guide and TMI, use TMI P6

The following charts can also be used to ➤

verify the flow of coolant by measuring the P5 ➤

pressure measurements are taken at the ➤

for both Jacket Water and standard P6 ➤

Figure 12 and for the Aftercooler and Oil ➤

The measuring locations for two stage P3

should be appropriately accounted for in the P1 P2

water system, the internal resistance of the ➤

housing should be subtracted from the jacket

water external restriction value obtained from ➤ ➤

the charts. In these systems the external ➤ ➤

and outlet of the regulator housing as shown ➤ P3

expansion tank and temperature regulator

Figure 13. Internal Restriction Measuring points

Aftercooler Stage 1 Internal Restriction = P1 – P2

To Heat From Heat

Jacket Water Circuit External Restriction = P1 – P2

Internal System Restriction KPa

G3606 & G3608 External Resistance vs. Coolant Flow

Figure 17. Refer to Figure 10 for measuring locations..

Figure 18. Refer to Figure 10 for measuring locations.

G3612 External Resistance vs. Coolant Flow

Figure 19. Refer to Figure 10 for measuring locations.

Figure 20. Refer to Figure 10 for measuring locations.

G3616 External Resistance vs. Coolant Flow

Figure 21. Refer to Figure 10 for measuring locations.

Figure 22. Refer to Figure 10 for measuring locations.

G3606 & G3608 Internal System Restriction vs. Coolant Flow

Figure 23. Refer to Figure 10 for measuring locations.

Figure 24. Refer to Figure 10 for measuring locations.

G3612 Internal System Restriction vs. Coolant Flow

Figure 25. Refer to Figure 10 for measuring locations.

Internal System Restriction 150

Figure 26. Refer to Figure 10 for measuring locations.

G3616 Internal System Restriction vs. Coolant Flow

Figure 27. Refer to Figure 10 for measuring locations.

Figure 28. Refer to Figure 10 for measuring locations.

G3600 Internal System Restriction vs. Coolant Flow

Figure 29. Refer to Figure 11 for measuring locations.

Figure 30. Refer to Figure 11 for measuring locations.

P2 P1, T1 B P5, T5

P8, T8 P9, T9