Engineering Installation Bulletin: Cooling System

Engineering Installation Bulletin
EIB No. GHG17-MD-EIB-CLG Powertrain System Cooling System

Technical Content A. Vichare / I. Gruden Publication Owner S. Pham
Revision No. R04 Initial Release Date 19DEC14
Release Date 30SEP18 Engine Models DD5, DD8
Cooling System
1. Cooling System Description
The vehicle and engine cooling system consist of coolant circuit, charge air circuit and forced air flow system
(cooling fan). The primary function of the coolant and charge air circuits are to reject the heat from the engine in
order to promote a thermodynamic balance for performance, fuel economy and emissions. Although the coolant
and charge air cooling circuits serve different purposes, the heat exchangers (Radiator, Charge air cooler) are
normally integrated in cooling modules, which makes each system’s performance dependent upon the other. The
forced air flow system is responsible to provide extra cooling capacity to the coolant and charge air circuits during
elevated engine load operation and or severe ambient conditions (ambient temperature, altitude, elevation,
others).
The cooling system should be designed considering the engine performance requirement, reliability and
emissions regulation. Thorough understanding the vehicle application, duty cycle and environmental conditions
is essential to define the technology and components to be applied to cooling system development.
Engine/ EGR
Surge Tank Vent Line Radiator
Pressure Cap Resonator Vent Line
Shroud
Surge Tank Radiator
Surge Tank Charge

Fill Cap Air Cooler
Fill Line
(Shunt Line)
Coolant
Plumbing
CAC
Plumbing
Fan
Water Pump (Not shown)
Inlet housing
Coolant
Plumbing Cooling Module
Chassis mounts
Figure 1. Vehicular Cooling System Components Overview
Page 1 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

The main components of the cooling coolant circuit are:
 Coolant
 Water pump
 Water Pump Inlet Housing
 Vent lines
 Surge Tank
 Coolant Level Sensor
 Surge Tank Pressure Cap
 Surge Tank Fill Cap
 Surge Tank Fill line (Shunt Line)
 Engine Thermostat
 Coolant plumbing
 Radiator
 Vehicle coolant consumers (DEF system coolant lines, Cab and bunk heater, other)
 Cooling module mounting brackets (Engine Mounted, Chassis Mounted)
 Transmission cooler (ITOC)
 Fuel fired heater
 Coolant heater
 Auxiliary heat exchangers
The main components of the cooling charge air circuit are:

 Turbocharger
 Charge air plumbing – Turbo compressor out to charge air cooler Inlet
 Charge air cooler (CAC)
 Charge air piping
 Resonator
 Engine Air intake manifold
The main components of the cooling forced air flow system (cooling fan) are:
 Cooling Fan
 Fan Clutch
 Fan drive
 Cooling Fan Shroud
 Cooling Module Recirculation seals
 Vehicle air deflectors
 Under hood geometry for airflow
 Vehicle built in air flow resistance
 Bug screen
 Fan control strategy

2. Installation Requirements
2.1. Cooling Module Installation
The installation of the cooling module depends on the vehicle packaging and application. Below are concepts for
the cooling nodule locations:
 Vehicle front cooling module installation (Majority of MD trucks)
 Vehicle rear cooling module installation (School Buses, RV, Special Vocational Vehicles)
 Horizontal cooling module installation (Firetruck, Special Vocational Vehicles)
 Remote cooling module installation (Special vocational vehicles, Coaches, Military Vehicles)
Cooling system design can be influenced by space constraints. Heat exchanger height, width, and depth for a
given application can limit fan diameter and heat exchanger surface area.
Cooling systems must perform satisfactorily at maximum tilt operation. This is especially critical for applications
where the engine must operate for extended periods on steep grades.
2.1.2. Cooling Module Vehicle Mounting
The cooling module mounting depends on vehicle design strategy.

It is important to highlight that engine mounted radiator allows for smaller fan to shroud tip clearance, which
results in a better performance of the vehicle cooling module (CAC and Radiator), but attaching the cooling
module to the engine requires proper validation considering the engine vibration transfer to the cooling module.
From the vehicle assembly line perspective, the engine mounted cooling module facilitates the alignment of the
fan and installation to the vehicle.
`Engine Mounted Chassis Mounted

Cooling Module Cooling Module
Engine mounts Engine mounts
Figure 2. Engine Coolant Module Front Mounting Schematic

2.1.2. Charge Air Cooler location Relative to the Cooling Module
 Front to Back: The CAC is mounted in the cooling module in front of the radiator.

 Over under: The CAC is mounted on top of the radiator.
 Side by Side: The CAC is installed besides (right or left) the radiator.
2.2. Cooling Fan Installation
The optimum position and location of the cooling fan relative to the shroud is dependent on the fan design as
well as the vehicle characteristic associated with the installation. Different cooling system performance may occur
for the same fan positions in different applications due to vehicle built in resistance (BIR) based on the air flow
restriction and obstructions. Consult the fan manufacturer for assistance in optimizing the fan selection and
installation. Fan center relative to the crankshaft center line is also an important consideration that can impact
the packaging and operation of the liquid cooling system.
Consider the geometry of components located behind the fan so air flow is not adversely affected or vibration
introduced to the fan. These conditions can cause premature fan failures and or increased noise.
Fan spacers on DD5 and DD8 engines are allowed only after completing a fan drive configuration review and/or
vibration testing. Consult with DETROIT™ Applications Engineering for assistance.
Area of Consideration Installation Factors Affecting Performance

Fan to cooling module core distance
Fan Position relative to the
Fan to engine distance
cooling module
Fan center
Heat Exchangers core external fin geometry
Vehicle front grill
Engine compartment configuration/ geometry
Vehicle bumper design
Air Flow Restriction
AC condenser design and location
Air to oil cooler design and location
Bug screen design and location
Winter front design and location (if applicable)
Fan tip clearance relative to the Shroud
Fan immersion to the Shroud
Shroud Design Shroud type and geometry (ring, box, venture, etc.)
Shroud to cooling module attachment area seal
Shutter design and location (if applicable)
Table 1. Installation Factors Affecting Performance

3. Design Requirements
3.1. Cleanliness
All OEM supplied parts and components that share or come in contact with fluids that are used by the
engine/ATS (air, fuel, coolant, oil, DEF, and exhaust) must meet technical cleanliness requirements to
ensure proper function of the powertrain’s systems and components. Refer to Daimler specification
VAM00328 Cleanliness Requirements for each system’s parts internal and external cleanliness
classification requirement, unless noted otherwise within this document.
When OEM supplied parts comply to a different cleanliness specification, DETROITTM will review that
specification and provide approval of it in place of VAM00328 Cleanliness Requirements, if deemed
acceptable. New parts are recommended to refer to Daimler’s specification VAM00328.
Contact your DETROITTM Applications Engineer for any questions or for the latest VAM00328
Cleanliness Requirements document.
3.2. Environmental Conditions
The environmental conditions must be considered for efficient and robust cooling system design. Below follows
the main environmental conditions to be used for design:
 Ambient temperature (extreme cold and hot environments)
 Altitude
 Vehicle road load profile characteristic (duty cycle)
 Noise regulation
 Engine emissions and OBD monitors
3.2.2. Ambient Temperature
When defining the design strategy for a cooling system the vehicle operating ambient temperature must be
considered as one of the most important criteria for sizing the heat exchangers.
Even the highest operational ambient temperature is considered to determine the performance of the heat
exchangers, the lowest ambient temperature is a main factor for material selections (Core, tanks, hoses, clamps,
others), joint geometry and thermostat control strategy. NAFTA regions present diversity in terms of ambient
temperatures covering a large range from extremely low during the winter -50°C (-58°F) to extremely high during
the summer 50°C (122°F) around the desert areas.
DETROITTM applies the DAIMLER Global Cooling Standard Chart to guide the cooling system design and Cooling
Index performance sign-off test. The ambient temperature criteria is defined in the table below:
Engine Installation Power [hp] / GCW [short Ambient Temperature [°C Ram Air Speed [km/h
ton] (°F)] (MPH)]
Front engine ≤ 7.3 16 (10)
Front engine 7.3 < x ≤ 12.2 See Engine Performance 32 (20)
Curves Sheet 2 under
Front engine > 12.2 Cooling Section Values 48 (30)
Rear Engine --- *Vehicle speed: 40 (25)

Table 2. Ambient Temperature based on DETROITTM Global Cooling Standard
3.2.3. Altitude
The vehicular cooling system is normally tested at sea level and the results are evaluated based on the required
application altitude characteristic profile.
As altitude increases, coolant boiling temperature, atmospheric pressure and air density decrease reducing the
cooling system heat exchanger performance. Typically it is observed a decrease of 1.1°C (2°F) in ambient
temperature capability per 304.8m (1000ft) increase in altitude.
NOTE: The coolant boiling temperature is directly affected based on the atmospheric pressure and surge tank
pressure cap relief pressure must be revised for vehicles operating in altitude.
3.2.4. Vehicle Road Load Profile Characteristic (Duty Cycle)
Cooling systems must perform satisfactorily under all operating modes required by the application duty cycle.
Special considerations must be given when an engine is used for prime power under several duty cycles such
as cranes, drill/pumping rigs, etc. The cooling system must be sized for the maximum rated load, considering
PTO operation duty cycle, if applicable.
3.2.5. Noise Regulation
Noise regulation is another environmental concern which can affect the cooling system. Operating areas and or
government regulations can limit noise generated by a cooling fan. Fan noise is directly related to fan type and
speed and should be considered for cooling system performance sizing.
3.2.6. Engine Emissions and OBD Monitors
The size of the cooling system affects the emissions and OBD monitoring regulation. If the coolant circuit volume
is too large the engine warm up will be longer and the OBD monitoring will set a code. In some cases a fuel fired
heater is required to support the engine warm up and regular engine operation under low ambient temperature
environment. Maximum coolant heat draw will impact the engine operating temperature and the limit is defined
in the Engine Performance Curves – Sheet 2 Cooling Section.
DEF system (lines and tank) thaw performance using coolant is defined by Emissions regulation and the GHG17-
MD-EIB-DEF defines requirements and approval criteria for sign-off test.
If charge air circuit is too large or too restrictive there will be an impact on the EGR valve control to compensate
the engine intake manifold pressure, which will lead to a fuel economy penalty, frequent DPF regenerations and
potential lack of performance due to turbocharger lower response
3.3. Engine & Vehicle Operating Conditions
3.3.2. Cooling System impact on Engine Operating Temperature
The maximum engine coolant temperature is published on the Engine Performance Curve – Sheet 2 under
Cooling System Section.
The engine thermostat will regulate the coolant radiator flow based on the engine heat rejection demand up to
maximum radiator heat exchange capacity (100% open). The maximum engine coolant temperature represents
the temperature which engine de-rates will occur. Exceeding the maximum engine coolant temperature will lead
to Check Engine Light (CEL) and to Stop Engine Light (SEL).

Operating at high elevation or other severe environmental conditions will require increasing the cooling system
performance capability, so that the maximum engine coolant temperature is not exceeded.
The engine cooling system design should also ensure that a minimum coolant temperature of 71°C (160°F) is
maintained under all ambient operating conditions. Operating in extremely cold ambient temperature, at light
loads, or during extended idling will require not exceeding the maximum coolant heat draw limit and maintaining
the coolant temperature near the thermostat start to open temperature. It will control engine oil temperature and
coolant temperature thermodynamic balance for good engine performance and reliability.
NOTE: Cab heater performance is directly affected if coolant temperature is not maintained near to the thermostat
start to open temperature and in some cases an auxiliary fuel fired heater is required to fulfill OBD monitoring
requirements.
3.3.3. Engine Brake Operation Impact on the Cooling System
The radiator and joints (hoses and clamps) must be designed to fulfill the engine heat exchange performance
and hydraulic requirements. The modern engines using engine down speed strategy are shifting the rated speed
water pump flow and radiator inlet coolant pressure down. The usage of the conventional engine brake, such as
“Jake Brake” or exhaust flap, will require high engine speeds (see GHG17-MD-EIB-EBR) to maximize engine
brake performance, which in the most of the applications exceeds the coolant flow and pressure values defined
for rated speed. Engine brake conditions must be discussed with DETROITTM engineering for radiator design.
During the engine brake operation, the cooling thermostat tends to be partially or completely closed due to engine
low heat load, which combined with the high engine speed, increases the engine coolant internal pressure and
potentially coolant flow to the surge tank.
3.3.4. Engine Heat Rejection
Depending on the diesel engine technology applied, approximated 50-60% of the total fuel energy is not
converted to mechanical power during the diesel internal combustion process, which is converted to heat rejection
to coolant, engine oil, charge air, exhaust and heat convection and or radiation under the vehicle hood. The
cooling system must be designed for engine coolant, oil and charge air thermodynamic balance in order to
minimize cooling fan engaged time (forced air). Fan engaged time will result in engine performance and fuel
economy impact.
The heat rejection to coolant, oil and charge air circuits can be determined using the equation below:
Q mc ∆T
Q – Heat rejection [kW]
m – Mass flow [kg/s]
c – Specific Heat Coefficient [J/(kg.K)]
∆T – Temperature differential [K]
Cooling system heat exchange performance is affected due to restrictive or reduced air flow thru the cooling
module caused by:
 Restrictive heat exchanger cores (dense external fin density)
 Improper vehicle front grill design or inadequate opening area
 Inefficient recirculation seals/ vehicle air baffles
 Too restrictive vehicle air exit under the hood geometry
 Bug screen design
 Addition of winter front (see GHG17-MD-EIB-CWS)

3.4. Coolant Circuit
3.4.2. Coolant
Coolant is a fluid which flows through the vehicle cooling system to prevent engine from overheating, absorbing
heat from engine internal combustion process and transferring the heat to the radiator to dissipate it. The
DETROITTM coolant specification is defined on the DDC-SVC-BRO-0002 and the proper coolant selection for the
vehicle application will depend on:
 Adequate heat transfer
 Electrical insulation
 Compatibility with cooling system components, such as hoses, seals, piping heat exchangers, etc.
 Protection from the build-up corrosion, sludge and scale
 Cavitation and erosion protection
 Coolant freezing and boiling protection
A pressurized cooling system can handle higher temperatures, due to the change to the boiling temperature. If
coolant is boiling, the presence of gaseous coolant works as an insulator, preventing efficient heat transfer and
potential overheating is likely to occur. For every 1PSI coolant pressure increase in the system, the static boiling
temperature point of the coolant is expected to rise by approximated 3°F.
Figure 3. Coolant Property Diagrams Sample
3.4.3. Water Pump
The water pump is considered the heart of the coolant circuit. The medium duty DETROITTM engines use a
centrifugal type water pump, which circulates the coolant throughout the entire coolant circuit, including vehicle
features such as cab heaters, filters, etc. The water pump is mounted on the right (hot) side of the DD5 and DD8

engines in the oil-coolant module and is belt-driven. There are three different water pump impeller sizes available
and selection is dependent of the engine power rating and vehicle cooling system characteristics.
NOTE: Pumps are sensitive to inlet restrictions, coolant temperature, coolant type and aerated coolant.
Discharge flow can be seriously reduced and damaging cavitation can occur if the cooling system is not properly
designed.
Minimum Coolant Pump Recommendation

87.5 mm OD 99 mm OD 101 mm OD
Engine Description
Impeller Impeller Impeller
DD5 - -
DD8 ≤ 300hp - -
DD8 > 300hp - -
Table 3. DD5 and DD8 Water Pump Options
The selection of the adequate water pump depends of the engine heat rejection, cooling system design and
installation characteristics. The Engine Performance Curve Sheet 2 Cooling System Section defines the minimum
coolant flow and maximum coolant circuit pressure drop requirements to support the water pump selection.
NOTE: Restrictive cooling system applied to DD8 ≤ 300hp may require the 101mm O.D water pump impeller to
meet the minimum engine flow requirement.
3.4.4. Water Pump Inlet Housing
Water Pump Inlet

Housing Configurations
for DD5 and DD8
(Shrink band clamps
capable)
See GHG17-MD-EIB-OPT
Horizontal Vertical Short
Vertical
Table 4. DD5 and DD8 Water Pump Inlet Housing Configurations
3.4.5. Vent lines
The vent lines are responsible to transport air/ gas bubbles from cooling system vent points (e.g. engine
Thermostat housing, EGR highest point, Radiator top tank, etc.…) out of the coolant flow path. Cooling System
is pressurized and the vent lines must be also within the closed system exiting to surge tank. Buoyancy is the
natural force driving the bubbles though the vent lines, so the routing and clipping vent line path must follows a
continuous upward slope. Any vehicle package constraints requiring breaks or traps to the vent line installation
must be evaluated in a case by case basis to avoid deficiency to coolant system ventilation.

EGR vent line port
Radiator vent line port
Figure 4. DD5 and DD8 Vent Line Location
Rubber hoses and or molded tubing are commonly used for vehicular vent lines. The vent line internal diameter
is dependent of the vehicle installation, coolant flow and operational cooling system pressure. The vehicle cooling
system design and installation vent line functionality is verified by Fill and Drain and Deaeration test covered
under Static Cooling test section.
DD5 and DD8 cooling systems have 2 vent lines port locations exiting to the upper portion of the surge tank
(above liquid). One is located at the top of the EGR cooler (port I.D. 0.38 in. (9.5 mm)) on the right hand side.
The second vent line is located to at the top tank of the radiator (port I.D. 0.38 - .5 in. (9.5 – 12.7 mm)). Some
vehicular installation requires a check valve (one-way flow valve) to prevent reverse flow from surge tank to the
radiator when engine thermostat is closed to avoid air bubbles entering the cooling system. The check valve
should be installed in the vent line near to the radiator vent port.
3.4.6. Surge Tank
The surge tank is a component of the cooling system to guarantee the proper functionality of the coolant circuit
and prevent components premature failure, such as EGR cooler, water pump, others.
The main functions of the surge tank are:
 Control cooling system pressure variations (Overpressure or vacuum)

 Separate air/ gas bubble from coolant
 Provide enough volume to accommodate coolant thermal expansion, deaeration requirements and
avoid cooling system component issues during loss an event of partial coolant loss
 Have the appropriate geometry to fill coolant at minimum specified rate
 Create a positive head (pressure) on the water pump (see Engine Performance Curve – Sheet 2)
 Prevent reverse coolant flow through the radiator when running the engine with closed thermostat
 Prevent introduction of air into the cooling system during maximum tilt or angle operation

Pressure cap
EGR cooler vent line port
Fill cap
Note: Some applications
Pressure and fill cap are
combined Deaeration Volume
Expansion Volume
Radiator vent line port
COLD MAX
Drawdown COLD MIN

Volume
Low level warning
Coolant level sensor

Drawdown line
Fill line port
Figure 5. Surge Tank Schematic
In order to prevent the coolant vortex formation and maximize the useful surge tank coolant volume, specific
geometric forms, such as vertical baffles, must be added to the coolant fill line port.
The fill line port of the surge tank should be located at the lowest part of the surge tank and as close as possible
of the center to prevent to minimize uncovering the fill opening and drawing air into the cooling system during
vehicle operation.
If the surge tank is designed with a fill neck a 3.18mm (1/8in) vent hole must be installed at the top the fill neck
for venting and preventing coolant loss/ leak.
Total Fill Volume Requirement
The total fill volume is also called system coolant capacity and it is defined as the 100% of the coolant filled to
the vehicular cooling system.
Surge Tank Expansion and Deaeration Volume Requirement
Expansion Volume
6%
Total Fill Volume
Deaeration Volume
2%
Total Fill Volume
Expansion Volume Deaeration Volume

8%
Total Fill Volume

Coolant Recovery Tank Design
If the expansion, drawdown and deaeration volume does not meet the requirement for the vehicle installation and
due to package constraints the surge tank cannot be modified, the coolant recovery tank should be applied.
Bellow follows some guidelines to install the coolant recovery tank:
 The coolant recovery tank must be installed as close as possible to the surge tank pressure cap
 Locating the tank as high as possible with respect to the pressure cap may make leaks easier to find
and may prevent air from being drawn into the system
 The air-tight line connections become more crucial when the tank is mounted low. Should a leak occur
under these conditions air could be drawn into the system
 The coolant recovery line between the tank and radiator is typically 0.25 in. (6.35 mm) I.D. Connect this
line as close to the bottom of the tank as possible
NOTE: Do not visually check the recovery tank because it may give a false indication of the coolant level in the
entire cooling system. Use a sight glass in the top tank if a visual check is necessary.
Coolant Recovery Tank Functionality
The engine coolant volume and pressure will increase as the coolant temperature rises. The pressure valve in
the surge tank pressure cap will open when the increasing coolant pressure reaches its calibrated value, which
will then allow coolant to flow into the coolant recovery tank.
Once the coolant temperature reaches the point when the thermostat begins to open and recirculate all of the
coolant through the radiator, the total volume and pressure of the engine coolant will decrease as the coolant
temperature decreases. Since the coolant recovery tank is open to the atmosphere, the coolant will be drawn
back into the top tank through the vacuum valve in the pressure cap.
Figure 6. Coolant Recovery Tank Schematic
3.4.7. Surge Tank Coolant Level Sensor (CLS)

The coolant level sensor (CLS) is installed in the surge tank and it has the function to send a low coolant warning
to the vehicle dash panel. It is recommended to install the CLS in the surge tank level location to be max. 98%
or less of the drawdown height representative (reference COLD MAX line).The installation location of the CLS
must prevent the splash created by the vehicle operational angle and high deaeration flow. It is recommended to
install the CLS in the central area of the surge tank to minimize the coolant level misreading.
NOTE: Beginning with the implementation of the GHG17 engines MY2016, DETROIT™ engines require the
usage of magnetic float-type coolant level sensor. If magnetic float coolant level sensor cannot be applied, the
following Medallion conductivity-based, probe-type CLS “Rusty Nail” PNs are available for DETROITTM engines:
CLS Part Number Mounting Thread

23520380 ¼” PTF
23520381 3/8” PTF
23522855 9/16” UNF
Table 5. Available conductivity-based coolant level sensor, if magnetic float type cannot be applied
The conductivity-based coolant level sensor part number is stamped on the brass flat of the hex on the sensor.
The sensor part numbers do not change, regardless if they are hooked directly to the CPC or through a Medallion
Controller Module.
NOTE: Competitor engines use a sensor with a nearly identical exterior geometry but with a different internal
resistance. This similar-looking sensor is not compatible with DETROIT™ engines and DDEC™ software.
When using conductivity-based coolant level sensor “rusty nail” alone wired directly to the CPC, the coolant level
sensor CPC input parameter must be set as option 2. See figure below:
Figure 7. Coolant level sensor input parameter setting for use with Rusty Nail
When using the “rusty nail” sensor wired to the Medallion Module (PN: 1539-10063-01), the coolant level
sensor CPC input parameter must be set as option 3 (see figure below). This additional module filters the “rusty
nail” sensor signal to be interpreted by the CPC similar to a float type sensor.
Figure 8. Coolant level sensor input parameter setting for use with Rusty Nail and the Medallion Module
3.4.8. Surge Tank Pressure Cap
A pressurized cooling system permits higher coolant temperature operation than a non-pressurized system. To
pressurize the cooling system, the DETROITTM medium duty engines require a pressure cap. The minimum
required specification of the pressure cap is specified on the Engine Performance Curve – Sheet 2 Cooling
System Section. The pressure cap raises the coolant boiling point which protects against the occurrence of
localized boiling and water pump cavitation. Higher rated pressure cap may be required for high altitude and
severe ambient operation to meet sign-off criteria.

NOTE: Changing the pressure cap control pressure must be evaluated with the cooling system components high
pressure capability.
NOTE: Locate the pressure cap high in the surge tank above the expansion volume level to minimize coolant
loss and dirt contamination of the relief valve seat.
NOTE: The pressure cap should not be removed hot. In addition to safety concerns, removing the pressure cap
while the coolant is hot also decreases overall cooling system pressure. If the pressure cap is then reinstalled
with hot coolant, the lowered cooling system operating pressure could cause engine/component damage.
To prevent collapse of hoses and other parts as the coolant cools, a vacuum actuated valve is incorporated in
the assembly.
A schematic diagram of pressure cap functionality to control over pressurized system or vacuum is described
below:
Figure 9. Pressure Cap Valve Functionality Schematic
The Engine Performance Curve – Sheet 2 Cooling System Section defines the minimum recommended pressure
cap control pressure. Consider higher rated pressure cap for operation at high altitudes. Figure below illustrates
the relationship between the boiling point of water and altitude with different pressure cap relief valve settings.

Figure 10. Effect of Altitude and Pressure Cap Setting on the Water Boiling Point
3.4.9. Surge Tank Fill Cap
The fill cap is designed to support the coolant fill. The coolant fill can be done by gravity or using vacuum fill
device, which uses the fill cap port of the surge tank as a sealed connection.
Some surge tank uses the same cap for pressure control and coolant filling. The modern tanks uses 2 separated
caps, one for filling and one for pressure control.
The fill cap seal must be designed to be compatible to the coolant specification and be capable to support t the
temperature and pressure variations.
3.4.10. Surge Tank Fill line (Shunt Line)
The fill line connects the surge tank bottom port to the water pump inlet cast port and it is designed to provide
coolant flow compensation to the water pump. Design and installation must minimize number of bends and
restriction. It is recommended all fill lines and fittings have a minimum I.D of 25.4mm (1in) and the fittings must
not reduce the internal diameter.

Fill Line
Figure 11. Fill Line Installation Schematic
The fill line outlet port should be installed as close as possible to the water pump inlet. Avoid connecting the fill
line to the coolant bypass circuit. The fill line must be routed in a continuous downward slope including fittings
must be maintained from the surge tank outlet port to the water pump inlet port.
3.4.11. Engine Thermostat
The flow and temperature of the engine coolant in a rapid warm-up engine cooling system is controlled by a dual
thermostat located in a housing attached to the outlet side of the oil / coolant module. This thermostat
automatically regulates coolant temperature by controlling the coolant flow to the radiator and engine bypass
circuit. See Engine Performance Curve – Sheet 2 Cooling System Section for nominal temperatures. When in
the full open position, the thermostat provides the maximum restriction to the engine bypass circuit, and provides
maximum coolant flow to the radiator. Restricting the coolant flow to the radiator provides fast engine warmup
and regulated coolant temperature. A properly operating thermostat is therefore essential for efficient operation
of the engine.
When starting a cold engine, or if the coolant temperature is below normal engine operating temperatures, the
thermostat acts as a closed valve and blocks the flow of coolant from the water pump to the radiator. During this
period, the coolant in the system is recirculated through the engine and is directed back to the suction side of the
water pump via a bypass circuit.
When a pre-determined coolant temperature is reached as the engine warms up, the thermostat begins to open,
gradually increasing the coolant flow from the engine outlet while decreasing the coolant flow from the bypass
circuit. The thermostat continues to open with increasing coolant temperature, reducing flow through the bypass
system, and allowing a portion of the coolant to circulate through the radiator. When the coolant temperature
reaches the pre-determined point where the thermostat valve is fully open, flow through the bypass is reduced to
a minimum and the majority of the coolant is directed through the radiator.
With the engine at operating temperature, the majority of the coolant continues to pass from the radiator into the
water pump. From there, a majority of flow travels into the cylinder block and then up through the cylinder head.
Once through the head it then flows to the EGR cooler. Meanwhile, a smaller percentage of the flow travels from
the water pump to the oil cooler. From there it meets the flow leaving the EGR cooler. The combined flow is then
routed to the radiator where it passes through a series of tubes which lowers the coolant temperature with the air
flow created by the cooling fan.

Figure 12. Coolant flow schematic with open and closed thermostat
3.4.12. Coolant plumbing (Piping, Hose and Clamp)
The following installation guidelines should be used to design the coolant pipes, hoses and joints covering:
 Coolant hose material selection must be vehicle fluid resistant (Coolant, Oil, Diesel, etc.) and withstand
to the operational temperatures and pressures (positive and vacuum).
NOTE: The specification and design of coolant hose is the responsibility of the vehicle manufacture. DETROITTM
Engineering recommends vehicle hoses have high and low temperature resistance equal to or better than EPDM
per SAE J2-0R4 Class D1.
 Pipe and hose connections internal diameter must not be smaller than the engine inlet(s) and outlet(s).
Fittings on the lines must not reduce the effective internal diameter
 Constant torque clamps must be used to maintain the joint robustness during cold and hot operation
conditions. The clamp must be selected based on the hose material used
 All connecting hoses and pipes must provide adequate support to prevent collapse and rupture. Loose
internal springs are not approved to be used with DETROITTM engines
 The number of coolant plumbing connections must be kept to a minimum to minimize leak risk
 Coolant plumbing bends should be minimized and if necessary designed with smooth radius. Avoid
mitered bends and crush-bend tubing
 Beaded pipe ends must be used to prevent the joint hose from separating from the pipe
 Joints must be flexible to accommodate relative movement between connecting components
 Corrugated hoses are not recommended due to potential increase in pressure loss
 The coolant joints must be designed to allow service
 Radiator port size should be defined based on the coolant flow and interface geometry
3.4.13. Radiator
Radiator is a coolant-to-air heat exchanger used for internal combustion engines cooling. The design of individual
radiator has a direct impact on the vehicular cooling system performance.

Core Criteria Options
Material Copper, Brass, Aluminum, Steel Lead Soldered, No Lead Soldered,
Construction Brazed, Welded, Mechanical Bond Plate, Serpentine, Square
Tube Internal Geometry Louvered, non-louvered, oval, round, internally finned, tabulators
Coolant Flow Path Down flow, cross flow, multiple pass, series flow, multiple pass counter flow
Table 6. Radiator Design Options
The radiator options can have an effect on heat exchanger size, performance and resistance to flow on both the
fin side and tube side for both radiators and charge air coolers. Meeting the following design criteria will help
achieve the greatest efficiency possible for fan cooled applications:
 Use the largest practical frontal area in order to minimize restriction to air flow
 Use square cores, which allow the maximum fan sweep area, thus providing the most effective fan
performance
 Keep the core thickness and fin density (fins per unit length) to a minimum. This keeps air flow restriction
low, helps prevent plugging, and promotes easier core cleaning
 Use the largest possible fan diameter to permit operating at slower fan speeds, resulting in lower noise
and horsepower demand
The following sections describe the radiator design characteristics:

 Radiator Coolant Flow Path
- Down Flow and Cross Flow Radiators
The most used vehicular radiator flow paths are the Down Flow and Cross Flow. See pictures below:
Coolant
Inlet Port
Coolant
Outlet Port
Coolant
Outlet Port
Cross Flow Radiator
Figure 13. Radiator Coolant Flow Path Schematic
The usage of the Cross Flow or Down Flow radiator will depend on the vehicle available package space and
vehicle application characteristics.
The down flow radiator tanks are located at the top and bottom of the core. The coolant enters through the top
tank inlet port and trickles down through the tubes with the help of gravity facilitating the work load of the water

pump. This type of radiator is commonly used on highway trucks and it is installed between the vehicle frame
rails which limit the radiator core face area, but it makes easier for fan centering relative to the core.
On the cross flow, the tanks are located on the sides of the radiator's core, allowing the pump to push the coolant
across the core from right to left. Cross-flow systems are also offered in a single, double, or even triple pass
orientation. The crossflow radiator normally presents a larger face area being wider and shorter in comparison to
the down flow radiator. It is normally installed above the vehicle frame rails to facilitate the front PTO driveshaft
installation.
Radiator Tank Design Guideline

 Locate the coolant inlet diagonally opposite the coolant outlet or as far away as is practical. This provides
uniform distribution of the coolant across the core and prevents short circuiting
 The inside diameter of all outlets must be greater than or equal to their corresponding inlets
 A well-rounded coolant outlet exit area is recommended to minimize pressure drop and aeration
 The depth of the tank should be no less than the diameter of the outlet pipe to minimize any coolant flow
restriction
 Locate a drain plug/cock on the lowest portion of the cooling system to ensure complete draining and
removal of any sediment (remember that the bottom tank may not be the lowest point)
3.4.14. Engine Coolant Consumer Ports
Coolant Supply Port

Cab Heater
Coolant Supply Port
DEF Heater
Coolant Return Port

Cab Heater
Coolant Heater
Port
Coolant Return Port

DEF Heater
Figure 14. Engine coolant ports for vehicle consumers
When adding the vehicle coolant consumers to the DD5 and DD8 engines the maximum approved coolant heat
draw for trucks and buses must be verified on the Engine Performance Curves – Sheet 2 Cooling System Section.
If the vehicle installation exceeds the specified limit for heat draw the OBD monitors such as the engine warm-
up must be revised and a potential auxiliary fuel fired heater may be required.
3.5. Charge Air Cooling Circuit

The CAC system consists of the air inlet piping, turbocharger and the intake manifold. The addition of
turbocharger to the modern diesel engine increases charge air density, which also increases the air temperature.
Cooling the air with a heat exchanger as it leaves the compressor is a common way to achieve this charge air
cooling. Such a heat exchanger is referred to as a charge air cooler (CAC), intercooler or aftercooler. Excessive
temperatures can lead to reduced charge density and higher combustion temperatures which can affect torque,
power and emissions.
3.5.2. Turbocharger
Turbocharger, is a turbine-driven forced induction device that increases an internal combustion engine's
efficiency and power output by forcing extra air into the combustion chamber. This improvement over a naturally
aspirated engine's power output is due to the fact that the compressor can force more air and proportionately
more fuel into the combustion chamber than atmospheric pressure alone.
For DETROITTM DD5 engine a dual stage sequential turbocharger is applied. DD8 use a single stage or dual
stage sequential turbocharger depending on the engine power rating.
DD8
Dual Stage
Turbocharger
DD5 and DD8
Single Stage
Turbocharger
Figure 15. Turbochargers used for DD5 and DD8
3.5.3. Charge air piping
Aluminum, aluminized steel, stainless steel or fiber reinforced plastic piping is used to transfer the air from the
turbocharger outlet to the CAC, and from there to the intake manifold. Powder coated, painted, untreated mild
steel is unacceptable for piping.
Piping length should be as short as possible in order to minimize the restriction incurred in the system and to
keep the number of bends to a minimum. Use smooth bend elbows with an R/D (bend radius to tube diameter)
ratio of at least 2.0, preferably 4.0. The cross-sectional area of all pipework to and from the charge air cooler
should not be less than that of the intake manifold inlet.
Flexible rubber couplings and hose clamps are used to secure the duct work to the turbocharger, the CAC inlet
and outlet, and the intake manifold.
Pipework and respective fittings used in the charge air system should be designed to minimize restriction and
maintain reliable sealing.
3.5.4. Charge air cooler (CAC)

The CAC is used to reduce the temperature of the compressed air after it leaves the turbocharger and before it
reaches the intake manifold. This permits a more dense charge of air to be delivered to the engine. Cooling is
accomplished by incoming air flowing past the tubes and fins of the intercooler. The compressed intake charge
flowing inside the CAC core transfers the heat to the tubes and fins where it is picked up by the incoming outside
air.
 CAC Sizing
The size of the heat exchanger depends on performance requirements, cooling air flow available, and usable
frontal area. Using the largest possible frontal area usually results in the most efficient core with the least amount
of system pressure drop.
The cooling capability of the Charge Air Cooling (CAC) system must be sufficient to reduce the turbocharger
compressor out air temperature to within the maximum delta of the ambient temperature on DD5 and DD8
engines. This maximum delta requirement is known as the Maximum Ambient to CAC Outlet Temperature
Differential (IMTD). Core type selection must meet charge air system temperature requirements (IMTD) and
pressure drop limits (CAC DP). The limits are under Engine Performance Curves – Sheet 2 Cooling System
Section.
 CAC Core Materials

Most charge air coolers are made of aluminum alloys because of their light weight, cost advantages and good
heat transfer characteristics. Other materials may be used with approval from DETROIT™ Applications
Engineering.
 CAC Tanks
Header tanks should be designed for minimum pressure loss and uniform airflow distribution across the core.
Rounded corners and smooth interior surfaces provide a smooth transition of the air flow resulting in minimum
pressure loss. The inlet and outlet diameters of the header tanks should be the same as the pipework to and
from the engine. A 75mm (3in) minimum diameter is required for the DD5 and DD8 engines. It is recommended
minimum CAC port bead height 2.3mm (0.09 in) to retain hose and clamp connections.
 CAC Cleanliness
All new charge air cooling system components must be thoroughly clean and free of any casting slag, core sand,
welding slag, etc. or anything that may break free during operation. These foreign particles can cause serious
engine damage. Refer to Daimler specification VAM00328 Cleanliness Specification for OEM Supplied
Components.
 CAC Leakage Evaluation

CAC leak can cause a loss in power, OBD monitoring codes, excessive smoke and high exhaust temperature
due to a loss in boost pressure. Large leaks can possibly be found visually, while small leaks can be identified
using a tightness test (pressure decay methodology).
CAC pressure decay procedure:
- Disconnect the charge air cooler inlet and outlet hoses;

- Plug CAC inlet and outlet ports with air compressor port installed;
- With the air compressor pressure set to 207kPa (30PSI), pressurize the CAC;
- After air pressure reaches 207kPa (30PSI), monitor air pressure for 30s;
- If the maximum pressure decay in 30s is ≤ 34.5kPa (5PSI), the CAC is considered acceptable.
NOTE: Normally the air pressure presents an initial accommodation during the initial 0-10s and remains
unchanged for the rest of the leak test period. If the pressure decay continues to increase during the leak test
period, the plug seals must be checked and the test repeated.

3.5.5. Resonator
The air intake resonator is an expansion chamber, installed after the charge air cooler within the intake pipe for
the DD5 and DD8 engines. Adding a resonator the intake pipe forces air coming back out of the engine to slow
down to fill the cavity, thus expending a great deal of its energy and slowing the pressure wave reversion. This
slowdown allows fresh air to flow toward the engine without fighting pressure reversion waves the entire way,
thus aiding in cylinder filling. Since these pressure waves are essentially sound, giving them a place to expend
their energy before exiting the air filter box ends up dampening the intake noise and quieting the engine. Thus,
the resonator helps to make the engine paradoxically quieter and more powerful.
Figure 16. Resonator Used for DD5 and DD8 Installed After the CAC
3.5.6. Engine Intake Manifold
Turbocharger air outlet temperature can vary greatly over the wide range of ambient temperatures and altitudes
possible for various operating conditions. Regardless of ambient conditions, the DD5 and DD8 engines are limited
to a maximum intake manifold temperature delta over ambient temperature. This limit, defined as the Maximum
Ambient to CAC Outlet Temperature Differential, is listed on the Engine Performance Curve – Sheet 2 under
Cooling System Section. The ambient temperature and altitude of a specific application must be considered
when designing a cooling system.
3.6. Cooling Forced Air Flow System
In additional to the natural air flow passing thru the vehicular cooling module based on the vehicle movement,
the cooling forced air flow system is designed to increase the air flow thru the vehicle cooling module, using a
cooling fan and vehicle component geometry in order to maximize the direct air flow thru the cooling module
improving the heat exchange. This system becomes more effective and necessary for vehicles operating at low
speeds high loads or stationary PTO.
3.6.2. Cooling Fan
Depending on the vehicle cooling module installation and vehicle available packaging, the cooling fan becomes
a key component in order to avoid overheating or overcooling scenarios.
Proper selection, matching and positioning of the fan relative to the cooling module will maximize system heat
exchange and promote adequate cooling capacity at the lowest possible parasitic horsepower and noise level.
Cooling Fan selection guideline:

 Maximum power available to drive the fan considering fuel economy targets.
 Fan rotation direction (CCW or CW)
 Largest fan diameter as physically possible to fit the cooling module core area
 Fan type (sucker or blower)
Air Flow Air Flow

Direction Direction
Sucker Fan Blower Fan
Figure 17. Sucker vs. Blower Fan Schematic
NOTE: Blower fan is installed in front of the cooling module face area. A sucker fan is installed on the back of
the cooling module sucking air thru the cooling module. A suction fan cannot be made into a blower fan by simply
mounting the fan backwards.
 Avoid applying fan diameter exceeding the cooling module core area limits.
NOTE: Fan diameter exceeding the cooling module core face area should be avoided due to losses in system
performance and potential air flow differential pressure zones which could unbalance the fan with potential risk
of fan mechanical damage. If the vehicle packaging requires a fan exceeding the cooling module core face area,
the shroud geometry needs to be revised to minimize the impact.
 Number of fan blades and pitch need to be determined based on air flow performance requirement and
vehicle noise limit.
 Evaluate the vehicle built in resistance to determine the fan performance.
The following fan laws and relationships are useful when interpreting basic fan curves:
Fan Law 01 – Air flow varies directly with fan speed:

_
_ _ ∗
_
Fan Law 02 – Static head pressure varies with the square of fan speed:
_
_ _ ∗
_

Fan Law 03 – Power draw varies with the cube of fan speed:
_
_ _ ∗
_
Fan curves are generated at standard conditions (77°F [25°C], zero elevation). If the fan is operating in different
temperature or pressure (altitude) than standard the performance must be adjusted.
Most fans have some operating region in which the flow separates from the blade and becomes unstable. This
is called a stall region. Operation in the stall region is not recommended because results are not consistent and
the fan is inefficient and noisy.
NOTE: The fan should never operate in the stall area, where a small change in static pressure results in no
change in airflow.
Figure 18. Typical Fan Performance Curve
 Fan drive ratio is determined by the heat exchange performance requirement and fan speed
mechanical limitation.
NOTE: All fan designs have maximum tip speeds, which the fan manufacturer can provide. Ensure that the
designed maximum possible fan tip speed for your fan’s application does not exceed this limit.
 The space available for packaging, installing, and servicing the cooling fan system components.
3.6.3. Fan Clutch and Drive
The fan clutch has the function to turn the fan ON, OFF and control the speed depending cooling capacity
required. The main fan clutches are:
 Bimetallic Viscous

 E-Viscous (Electronically Controlled Viscous)
 Pneumatic ON/OFF
 Pneumatic 2-Speed
 Electric ON/OFF
 Hydraulic Driven
The DD5 and DD8 engines provide a 10–groove poly V fan drive pulley.
3.6.4. Fan Shroud
Fan shrouds are needed to achieve cooling system performance. A properly designed shroud will distribute the
air across the core more uniformly, increase core air flow, and prevent air recirculation around the fan. It is
advantageous to seal holes and seams in the shroud - an air tight seal between the shroud and the radiator core
will maximize air flow through the core. There are three basic types of shrouds: the well-rounded entrance
venture shroud, the ring shroud, and the box shroud. See picture below.
Figure 19. Fan Shroud Types
Minimize the fan tip-to-shroud clearance because it influences air flow and noise level significantly. Minimum
clearance is achieved by using a shroud with a round opening. An adjustable fan shroud is recommended if the
fan pulley is adjustable for belt tightening. Consider allowances for engine/radiator movement when determining
tip clearance.
3.6.5. Cooling Module Recirculation seals
Use baffles around the perimeter of the cooling module to prevent hot air, which has passed through the radiator
core, from being recirculated back through the core. The cooling capability of the system may be seriously
hindered if this baffling is not utilized.
3.6.6. Fan control strategy

Fan control strategy defines the set points where the fan turns ON, OFF or varies the speed. Except for the
bimetallic fan clutch, the clutches are controlled based on the engine inputs (coolant temperature, air intake
temperature, oil temperature, transmission oil temperature, other).
The fan control strategy must be defined considering the engine thermostat set points. As a general rule the fan
should not be turn ON before the thermostat is fully open. Fail to follow this guidance will result in engine
overcooling, impact on engine warm-up with potential risk for OBD codes.
The can control strategy is built in to the DETROITTM engine control unit software and the fan type option needs
to be selected by the OEM.

4. Testing Requirements
4.1. Static Cooling Tests
4.1.1. Fill and Drain Test per SAE J1436
The fill and drain tests are performed to determine the vehicle cooling system coolant capacity and if the coolant
circuit has proper air venting to be fulfilled 100% and drained 100% without special instructions. Fail to drain
100% coolant may lead to potential coolant exchange contamination.
Test Set-Up:
 Park the vehicle on level ground;

 Replace the installed vehicle engine and radiator vent lines with clear lines following the specified vent
line routing and clipping points;
 Install sight glass in the radiator upper hose, between engine outlet and radiator inlet;
 Install clear tube in the fill line (between surge tank and water pump inlet port.
NOTE: the geometry and dimensions of the fill line must be maintained as close as possible to the original vehicle
routing to avoid impact to the coolant circuit pressure drop.
 Certify the engine coolant thermostat installed is functional;

 Use coolant for filling the cooling system;
 Prepare a supply pump device capable to provide minimum volumetric fill rate as specified on the Engine
Performance Curves Sheet 2 Cooling System Section;
 Select and make available a recipient with enough volume capacity to collect 100% of the coolant volume.
 Before start the test certify vehicular coolant consumer circuits are open and functional, including APU’s
(Auxiliary Power Units), cabin/bunk heaters, conventional transmission coolers/retarders.
NOTE: Large capacity coolant heater systems, like those on buses or trailer heating units, should be closed.
Data Acquisition Equipment:
 Stopwatches to record fill time.
Test Procedure:
a. Initial Fill Volume Test
With the vehicle coolant circuit system completely empty and sealed, open the surge tank cap and start filling
coolant or water at a constant minimum rate (see Engine Performance Curves – Sheet 2 Cooling Section) until
the COLD MAX surge tank level is reached. The coolant fill must be timed or measured so the added coolant
volume can be determined. The measured volume is referred to as the “Initial Fill volume”. Record the amount
on the Sign-Off Data Sheet.
NOTE: The minimum coolant fill rate is specified on the Engine Performance Curves – Sheet 2 Cooling System
Section. This requirement will determine if the vehicle installation is designed to operate within the engine
specification. Restrictive vehicle coolant circuit with elevated pressure drop may not fulfill the minimum coolant
fill rate requirement and must be revised by DETROITTM Applications Engineering.

NOTE: Some vehicular cooling system installations present very unique configuration and the coolant circuit may
not be 100% filled, without special fill instructions. Special instructions are accepted, but must be documented as
part of the sign-off process and applied to the production assembly line.
b. Burp Fill Volume Test
 After the Initial Fill is completed, start the engine without surge tank pressure cap and run for 1 minute at
idle speed.
 After 1 minute at engine idle speed, increase engine speed slowly up to the rated speed (no load) and
hold for 1 minute.
 After 1 minute at engine rated speed, decrease to idle speed and cycle the engine speed between the
idle speed and rated speed during 1 additional minute.
 Stop the engine.
 Verify the surge tank level and add coolant to reach the COLD MAX level. This added amount of coolant
is referred as the “Burp Fill Volume”. Record the amount on the Sign-Off Data Sheet.
c. Make-Up Fill Volume Test
 After adding the Burp Fill Volume, start the engine without surge tank pressure cap and repeat the
procedure described in the section b. Burp Fill Volume Test and stop the engine.
 Verify the surge tank level and if necessary add coolant to reach the COLD MAX level. This added
amount of coolant is referred as the “Make-Up Fill Volume”. Record the amount on the Sign-Off Data
Sheet.
NOTE: After running the burp and make-up fill procedures the coolant level must at the COLD MAX level. If not
or if the coolant volume continues to drop, the vehicle coolant circuit must be evaluated.
The addition of the Initial Fill, Burp Fill and Make-Up Fill Volumes is referred as the Total Fill Volume including
coolant consumers. The Total Fill Volume is also called as “Total System Capacity”.
Total Fill Volume = Initial Fill Volume + Burp Fill Volume + Make-Up Fill Volume
d. Coolant Volume Drained Test
 After completing the engine fill test procedure, wait for the engine/coolant to be cooled down.
 With coolant at low temperature (Thermostat closed), position a recipient with enough volume capacity
to collect 100% of the drained coolant.
 Open the cooling system drain plug and wait until the vehicle system is empty or coolant flow stops thru
the drain plug;
 Measure water volume drained in the recipient to determine how much coolant volume remains in the
system;
NOTE: If more than 8% of total fill coolant volume still remains into the system after the Drain Test,
inconsistent Initial Total Fill Volume values may occur.

After determining the coolant volume that remains into the engine, it is required to remove the remaining coolant
volume. The engine coolant connections may need to be opened in order to guarantee 100% empty coolant
circuit before starting the Fill Test.
Repeat the Fill and Drain Test procedure (a, b, c and d) three times and report the results per vehicle sign-off
datasheet.
The Fill and Drain Test procedure (a, b, c and d) is considered successful, if three consecutive tests are performed
and there is no more than 10% variation between the maximum and minimum measured Total Fill Volume.
Test Results:
Report test results per vehicle sign-off data sheet (VSODS).
The limit values are available under the Cooling System section of the Engine Performance Curve – Sheet 2. In
case the measured values exceed the limit, please consult your DETROITTM Applications Engineer.
Contact your DETROITTM Applications Engineer for the latest version of the Vehicle Sign-Off Data Sheet
(VSODS). The VSODS must be completed and submitted to DETROITTM Applications Engineering in order to
receive the necessary approvals prior to engine start of production.
4.1.2. Deaeration Test per SAE J1436
The deaeration test is performed to verify with the cooling system is designed to provide proper deaeration
capability in order to prevent potential damage to the engine. The improper deaeration could result in water pump
cavitation and premature EGR cooler failure.
In spite of being a closed system, air can become trapped in the cooling system. This happens at the engine start
and during normal vehicle operation, through the movement of the coolant around the cooling system complex
internal geometry where the inertial forces of the moving coolant are greater than forces acting on them
components.
Test Set-Up:

 Install blocked open thermostat;

 Fill coolant to the COLD MAX surge tank level;
NOTE: Large capacity coolant heater systems, like those on buses or trailer heating units, should be closed.
NOTE: If applicable, before start the deaeration test, coolant pumps must be turned on in any auxiliary cooling
circuit(s) to a “medium” speed and temperature setting to ensure coolant is circulated throughout the entire
vehicle coolant circuit.

 Not required. Visual test only. Video recording is recommended but not required.
Test Procedure:
 Complete a Total Fill Volume Test described on section 4.1.1 items a, b and c;
 Start the engine, increase the engine speed to rated speed and hold for 30 minutes
 Evaluate the items below during the entire deaeration test:
- Presence of some sticking bubbles around the inner diameter of the clear tubing. It is acceptable to
agitate (squeeze) the lines in order to allow these attached bubbles to release themselves from the
tubing ID.
- Presence of randomly or occasional bubbles called “Shooting star” bubbles are only acceptable if
the diameter/size is pinhead size or smaller.
- Reverse flow in any of the vent lines. It reverse flow is present,, review:
o Surge tank design and installation.
o Vent line diameter, routing and location
o Vent line need for restriction fitting addition or potential check valve (one-way flow)
NOTE: The DD5 and DD8 engines vent line connection has a built-in restriction fitting. Additional restriction
fittings may be required on the engine vent line for acceptable deaeration. Engine vent line(s) size or location in
the deaeration tank should not cause excessive coolant agitation or air bubbles could be drawn down the fill
(shunt) line into the engine causing potential water pump cavitation.
 Record the visual presence of bubbles and size into the clear vent lines, fill line and radiator upper hose
every 5 min during 30min test duration. While running the deaeration test, it is recommended to hold a
strong light behind the clear tubing and sight glass while varying the angle into the various lines to allow
for better visibility of any bubbles that are present. Bubble size, description, and the pass/fail criteria are
listed in the below:
Bubble Diameter Description Pass/Fail Criteria

1/4" or larger 1/4 Fail
Pinhead > x > 1/4" 1/8 Fail
Pinhead PH Pass
Clear C Pass
Table 7. Deaeration bubble size, description, and pass/fail criteria.
NOTE: If the lines are not clear or Pinhead size bubbles after 30min, the he test failed.
 Stop the engine after 30 minutes. Record the bubbles visual evaluation per Sign-Off Data Sheet.
Test Results:


4.1.3. Drawdown Test per SAE J1436
Drawdown Test is performed to determine the amount of coolant volume which can be removed from the vehicle
cooling system before coolant aeration begins or water pump cavitation starts. The drawdown requirement for
DD5 and DD8 engines can be found on the Engine Performance Curves – Sheet 2 under Cooling System Section.
Coolant system design/ installation must permit reasonable loss of coolant before coolant aeration begins. The
proper surge tank location for low coolant level sensor (CLS) is also verified by the drawdown test.
NOTE: If cooling system is not deaerated or failed the deaeration test criteria, Drawdown testing should not be
performed.
Test Set-Up:

 Install blocked open thermostat;

 Install Pressure transducer or manometer to the water pump inlet cast housing. Water pump
instrumentation to be done as described below:
Cooling System Recommended Measuring Range Location

Channel Name Device
Install piezometer ring, for
static pressure
Water Pump Inlet measurement, within
WTR_PMP_CLT_IN_P Pressure transducer kPa
Pressure 100mm downstream of
the water pump cast tube
end.
Table 8. Water pump inlet pressure measurement

Water Pump Inlet Pressure
measured at 100mm
downstream of the cast tube
end (WTR_PMP_CLT_IN_P).
Figure 20. Water Pump Inlet Pressure Measurement Location
 The additional signals listed on Table below should be recorded during the test in order to validate the
results.
Engine Sensor Signal Unit Description

is4_t_coolant_out [°C] Engine Coolant Outlet Temperature
is4_t_coolant_in [°C] Engine Coolant Inlet Temperature
is4_t_eng_oil [°C] Engine Oil Temperature
is4_p_ambient_air [bar] Ambient Air Pressure
is1_eng_speed [rpm] Engine Speed
etc_trq_act_eff [Nm] Engine Torque Output
Table 9. Additional engine sensor signals to be recorded during the test
The data acquisition equipment used must have a frequency response of at least 1Hz for pressure and
temperature measurements.
Test Procedure:
 Open the surge tank pressure cap, start and run the engine to rated speed.
 While running the engine at rated speed, start gradually removing coolant from a high pressure point in
the cooling system until the coolant level sensor dash lamp illuminates. Record the respective coolant
volume and check for air bubbles in the vent lines; fill line, and sight glass in the radiator upper hose.
NOTE: The CLS low warning lamp must be turned on before the drawdown level is reached. If the drawdown
level is reached before the CLS low warning, the CLS location in the surge tank must be revised.

 After recording the removed coolant volume when the coolant level sensor lamp illuminates, continue
removing coolant until the first visual bubbles are present into the clear lines, which is also indicated by
the water pump inlet pressure reduction.
 With the presence of water pump or water pump inlet pressure reduction, stop the engine and record the
total coolant volume removed from surge tank COLD MAX level. This volume is defined as the Drawdown
volume.
NOTE: The drawdown volume must be minimum 8% of the total coolant volume in the cooling system and greater
than the make-up fill volume in order to avoid potential issues during the engine star after the initial coolant fill
procedure at the vehicle assembly line or during service coolant replacement..
Test Results:

4.1.4. Hot Shutdown Test
The purpose of the hot shutdown is to validate the true expansion capability and pressure retention of the cooling
system. After the engine cool down the minimum water pump inlet pressure measurement before the thermostat
starts to open and with fully open thermostat is used to evaluate the cooling system.
Test Set-Up:
 Install functional thermostat;

 Completely deaerated cooling system
 Install Pressure transducer or manometer to the water pump inlet cast housing as described in the 4.1.3
Drawdown test section
 The additional signals listed in the 4.1.3. Drawdown test section should be recorded during the test in
order to validate the results.
Test Procedure:
 Truck parked on level ground (chassis dyno is not required)

 Desired ambient temperature for testing: 35 ± 5°C
 Coolant temperature within 10°C from ambient temperature before start the test.
 Before starting the test, open the surge tank pressure cap to release any coolant circuit residual pressure
above atmospheric pressure. Re-install the cap and certify it is properly sealed.

 Start recording the measurement channels approx. 30s before start the engine.
 Start the engine and run until the coolant temperature reaches check engine light temperature (MCM
Engine Coolant Temperature Sensor Reading). See Engine Performance Curves – Sheet 2 Cooling
System Section for values and limits.
NOTE: If not using a chassis dyno or climatic wind tunnel, a winter front or cardboard piece may be necessary
to block off airflow to the radiator in order to achieve check engine light temperature.
 After reaching the required check engine light coolant temperature, the engine speed must be reduced
to idle speed for 30s proceeding with immediate shut down.
 After engine shut down continue recording the measurement channels (key ON)
 Record the maximum coolant temperature, maximum oil temperature and document whether any coolant
or air have been purged from the surge tank per Sign-Off Data Sheet.
NOTE: No coolant is allowed to be purged from the system. If any coolant has been purged, the system has
failed the test. Some air is allowed to be purged as long as the minimum pressure is achieved after the restart.
 Wait with the engine OFF (key ON) until the coolant inlet temperature drops below 75°C (Thermostat
closed).
 Re-start the engine and run at rated speed.
 Record the maximum water pump maximum inlet pressure before the thermostat starts to open
(is4_t_coolant_out = 80°C). See figure 21.
NOTE: After the water pump inlet pressure reaches the maximum value before the thermostat starts to open, a
rapid reduction in inlet water pump is observed followed by steadily increase in water pump inlet pressure based
on the thermostat opening coolant flow to the radiator, which is illustrated on the graph of the coolant temperature
sensor
 Continue to run the engine at rated speed to increase the coolant temperature until the DDEC coolant
temperature sensor (is4_t_coolant_out) reaches 98°C, to guarantee the thermostat is fully open.
 Record the water pump inlet pressures at the 98C coolant temperature (is4_t_coolant_out).and stop the
engine.
NOTE: The measured water pump inlet pressure must be reported as absolute pressure at rated engine speed
an must meet or exceed the minimum water pump inlet pressure values listed on the Engine Performance Curve
- Sheet 2 Cooling System Section.

Figure 21. Typical Engine Coolant Outlet and Water Pump Inlet signal traces during Hot Shutdown and
Pressure Build-Up testing. Water Pump Inlet Pressure readings at vertical lines marked “Measurement
#1” and “Measurement #2” to be recorded on Sign-Off Data Sheet
NOTE: The hot shut down test procedure will be able to determine if the surge tank is properly designed to
accommodate the vehicle installation coolant expansion, but in order to quantify the expansion and deaeration
volume the surge tank CAD 3D model should be used to determine the volume above the MAX COLD level. The
expansion and deaeration volume must be calculated in function of the Total Fill volume and must be greater or
equal 8%.
Surge Tank Expansion and Deartation Volume above COLD MAX

Expansion and Deaeration Volume %
Total Fill Volume
Expansion and Deaeration Volume % 8
Test Results:
Report recorded test data per vehicle sign-off data sheet (VSODS).
The limit values are available under the air system section of the Engine Performance Curve – Sheet 2 Cooling
System Section. In case the measured values do not meet specification, please consult your DETROITTM
Applications Engineer.

4.1.5. Cooling System Pressure Build-Up Test
The purpose of this test is to ensure the cooling system is able to build enough system pressure to protect
engine components from cavitation when the engine is operating at the COLD MIN coolant level.
Test Set-Up:
 Install functional thermostat;

 Install Pressure transducer or manometer to the water pump inlet cast housing as described in the 4.1.3
Drawdown test section
 The additional signals listed in the 4.1.3. Drawdown test section should be recorded during the test in
order to validate the results.
Test Procedure:
 Truck parked on level ground (chassis dyno is not required)

 Coolant temperature within 10°C from ambient temperature before start the test.
 Cooling system filled to COLD MIN level
 Before starting the test, open the surge tank pressure cap to release any system residual pressure above
atmospheric pressure. Re-install and certify the pressure cap is properly sealed.
 Start recording the measurement channels approx. 30s before start the truck.
 Start the engine, idle for 3 minutes,
 Elevate engine speed to rated speed and hold until the engine coolant temperature reaches 98C.
NOTE: A winter front (or similar) may be necessary to block off airflow to the cooling package in order to increase
the coolant temperature.
 Just as the DDEC coolant temperature sensor (is4_t_coolant_out) reaches 80°C and the thermostat
begins open, record the water pump inlet pressure. This can be seen on the graph of the coolant temp
sensor where the coolant temperature first decreases rapidly after increasing steadily. This moment in
time is indicated by the light blue vertical line labeled “Measurement #1” on Figure 21.
 Continue to run the engine at rated engine speed to increase the coolant temperature until the DDEC
coolant temperature sensor (is4_t_coolant_out) reaches 98°C, just after the thermostat is completely
open. This is when the slope of the coolant temp line on the graph decreases slightly. The time of the
second pressure measurement is indicated by the yellow vertical line labeled “Measurement #2” on
Figure 21.
 Record the water pump inlet pressures at the points described in #4 and #5 above. This pressure should
be measured at a point 100mm above the bottom of the water pump inlet housing. Record the pressure
readings on the Sign-Off Data Sheet.
 Decrease engine speed to idle. Test is now complete.
NOTE: The measured water pump inlet pressures at rated engine rpm MUST exceed the minimum pressures
listed on the Engine Performance Curve - Sheet 2 Cooling System Section

Test Results:
4.1.6. Coolant Level Sensor (CLS) Location Verification Test
Due to the coolant contraction and expansion based on the ambient temperature, this test was added to the sign-
off process to ensure that the surge tank internal geometry and the coolant level sensor location are properly
designed to avoid coolant vortices and or excessive agitation during the engine first start at lower ambient
temperatures (< 20°C), which could lead to CLS low level intermittent warning when the coolant level is at COLD
MIN.
Test Set-Up:
 Truck parked on level ground

 Certify the engine coolant thermostat installed is functional.
 Adjust coolant to COLD MIN level.
 Certify vehicular coolant consumers are open and functional, including APU’s (Auxiliary Power Units),
cabin/bunk heaters, conventional transmission coolers/retarders.
 Make the preparation to record the measurement channels to validate the test results (see Table 11.)
 Certify the surge tank pressure cap is properly installed and sealed.
NOTE: Open and close the surge tank pressure cap before start the test in order to release any residual pressure
in the coolant circuit.
 Certify vent lines routing and clipping are production representative installation.
 Use production specified coolant for testing.
Test Procedure:
 Ambient temp ≤ 20°C

 Coolant temperature within 10°C from ambient temperature
 Start engine and immediately increase engine speed to rated speed.
 Hold engine at rated speed for 4 minutes.
 Note whether or not a CLS alarm is logged by watching for illumination of the low coolant level lamp on
the vehicle dash.

NOTE: The fault code requires a 30-45 second delay to display.
 If no codes are logged within 4 minutes, drop the engine to idle speed. The test is successfully complete.
 If low coolant level fault code is logged to the dash, inform DETROITTM Applications Engineering to define
next steps for application sign-off. Surge tank redesign or coolant level sensor relocation may be
required.
Test Results:
Report recorded test data and fault codes per vehicle sign-off data sheet (VSODS).
4.2. Cooling Index Test per SAE J1393
The Cooling Index Test determines the maximum horsepower cooling capacity or the maximum ambient
temperature capability of the vehicle cooling system installation. The evaluation is performed for the air and
coolant circuits, considering the vehicle characteristics impacting the forced air thru the cooling module.
The cooling Index test is performed considering the peak torque and rated power conditions. For sign-off is
acceptable to perform the test using a climatic wind tunnel with chassis dynamometer or over the road respecting
the pre-defined boundary conditions to validate the test results.
Test Set-Up:
 The additional signals listed below should be recorded during the test in order to validate the results.
Engine Sensor Signal Unit Description

Fan Status [-] Fan Status
Fan Speed [rpm] Fan Speed
AC_ON [-] Air Conditioner status
Regen Zone [-] DPF regeneration status

is4_t_coolant_out [°C] Engine Coolant Outlet Temperature
is4_t_coolant_in [°C] Engine Coolant Inlet Temperature
is4_t_eng_oil [°C] Engine Oil Temperature
is4_p_ambient_air [bar] Ambient air pressure
is1_eng_speed [rpm] Engine Speed
etc_trq_act_eff [Nm] Engine Torque Output
etc_trq_per_load [%] Engine Load
Table 10. Additional engine sensor signals to be recorded during the test

 Install thermocouples and pressure transducer as indicated below:
Cooling System Recommended Measuring Range Location

Channel Name Device
Bottom side of driver
Engine Sensor or
Ambient Temperature AMB_T -40 to 200C mirror, or above
K-Type Thermocouple
passenger door
Charge Air Cooler Inlet Located on the CAC
ICPI Pressure transducer 0 to 650 mbar
Pressure inlet port
Charge Air Cooler Inlet Located on the CAC
ICTI K-Type Thermocouple -40 to 300C
Temperature inlet port
Charge Air Cooler Outlet Located on the CAC
ICPO Pressure transducer 0 to 650 mbar
Pressure outlet port
Charge Air Cooler Outlet Located on the CAC
ICTO K-Type Thermocouple -40 to 100C
Temperature outlet port
Between the surge
Coolant Fill Line Pressure OCM_CLT_Fill_P Pressure transducer -1 to 4 bar tank and water pump
inlet housing
100mm from bottom of
Engine Coolant Inlet engine water pump
CLPI Pressure transducer -1 to 4 bar
Pressure inlet housing. *Must be
installed before CLTI
120-125mm from
bottom of engine water
Engine Coolant Inlet pump inlet housing. *
CLTI K-Type Thermocouple -40 to 200C
Temperature Thermocouple
insertion ½ of pipe
diameter
Installed in pipe
between the
thermostat housing
within 6in from
Engine Coolant Outlet
CLPO Pressure transducer -1 to 4 bar thermostat housing.
Pressure
*Must be installed
before CLTO
perpendicular to the
flow direction
Install in pipe between
thermostat housing
Engine Coolant Outlet
and Radiator inlet. *
Temperature CLTO K-Type Thermocouple -40 to 200C
Thermocouple
insertion ½ of pipe
diameter
Install flowmeter in
Radiator Inlet Coolant
CLT_FLOW Flowmeter 0 to 600 LPM pipe between engine
Flow
outlet and radiator inlet
MCM sensor or Magnetic
Fan Speed 0 -4000rpm ---
Pick up
Top Tank Temperature
CLTO – AMB_T Calculation --- ---
differential (TTD)
Ambient Temperature
105 – AMB_T Calculation --- ---
Capability
Coolant Pressure Drop CLPO – CLPI Calculation --- ---
IMTD ICTO – AMB_T Calculation --- ---
CAC DP ICPO – ICPI Calculation --- ---
Table 11. Cooling index test instrumentation

 Cooling system filled to COLD MAX level
 Certify Air Cleaner filter element is clean
 Certify the surge tank pressure cap is properly installed and sealed
 Certify vent lines routing and clipping are production representative installation
 Certify the air intake hood seal is properly installed and sealed
 Use production specified coolant for testing
 Verify vehicle and cooling module recirculation seals are properly installed
 Transmission cooler internal to the radiator (ITOC) or external (air to oil) installed to the cooling module
must be connected and functional representing the production intent configuration
 All heat exchangers attached to cooling module impact the cooling performance and must be connected
and fully functional to ensure maximum heat load to the cooling module
 The production representative exhaust & after treatment system must be clean and not regenerating
during the cooling index test
The data acquisition equipment used must have a frequency response of at least 10Hz for pressure
measurements and 1Hz for temperature measurements.
Test Procedure:
a. Coolant Circuit Test at Rated Power

 If at desired ambient temperature range 40 ± 5°C the engine thermostat can be blocked open or
functional. It is not expected any impact to the test results.
NOTE: Testing at lower ambient temperatures (<35C) is not recommended. But if the test at low ambient
temperature is needed, the engine thermostat must be blocked open to ensure maximum flow to the radiator.
 Cab heaters in the OFF position
 Ram air for testing follows the Power / GCW ratio, based on Daimler Global Cooling Standards.
- Front Engine Installation
Engine Rated Power / GCW Ram air for Min. Ambient

Ratio testing Temperature Capability
[bhp / English ton] [MPH] [°F]
HP / GCW > 12.2 30 104
7.3 < HP / GCW ≤ 12.2 20 104
HP / GCW ≤ 7.3 10 113
Table 12. GVW vs. Vehicle Ram Air for Test with Front Engine Installation

- Rear Engine Installation
Vehicle Speed [MPH] Min. Ambient Temperature Capability [°F]

25 104
Table 13. GVW vs. Vehicle Ram Air for Test with Rear Engine Installation
NOTE: Rear engine installation is independent of the vehicle GCW or engine rated power
Example: Considering a front engine installation with rated power 280bhp and GCW 50,000lb, the ram air for
testing is determined as follows:
HP / GCW = 300 [bhp] / (50,000 / 2,000) [English Ton] = 11.2 [bhp / English ton]
7.3 < 11.2 ≤ 12.2, therefore 20MPH is the ram air and the minimum ambient temperature capability is
104F to be used for Cooling Index testing.
Table 14. Cooling Global Standard for ram air.
 Air Conditioner (AC) must be turned ON and set to the maximum performance to represent maximum
Condenser heat exchange, which will impact on the air and coolant circuits.
 Start recording the measurement channels approx. 30s before start the truck.
 Start and warm up the engine to the operational coolant and oil temperatures.
 Elevate engine speed to rated speed 100% load and hold until the measurement channels are considered
stabilized (Engine Coolant and Oil Temperatures do not vary more than 1°C/ min).
NOTE: for over the road test due to the vehicle powertrain configuration (Transmission, Rear axle ratio, tire size,
etc.), the nominal engine rated speed may not be achieved. For this test scenario a variation of ± 100rpm is
acceptable for sign-off. Any additional variation must be communicated to the DETROITTM applications
engineering for approval prior to test completion and it needs to be evaluated in a case by case per application.

 With the measurement channels stabilized save the measurement channel values for radiator pressure
loss, engine coolant TTD (Top tank temperature differential), minimum ambient temperature, heat
rejection and fan slip calculation at rated speed 100% load.
b. Charge Air Circuit Test at Rated Power
For some DETROITTM engines, the ambient temperature for the charge air circuit evaluation is not the same as
used for the coolant circuit and requires an extra step for sign-off test. The sign-off charge air circuit test
measurements to determine IMTD, CAC DP must be performed at defined ambient temperature, Air conditioned
fully ON and steady state vehicle operation at rated speed 100% engine load.
NOTE: Over the road test results with vehicle tow dyno is acceptable for sign-off, but on-highway vehicle test
without controlled stabilized load and speed are not appropriated to determine IMTD and CAC DP and will
mislead the interpretation of the results.
 Repeat the entire procedure described on section a. at desired ambient temperature 25°C (engine
certification temperature).
NOTE: The charge air circuit test could be performed at the same desired ambient temperature as used for
coolant circuit evaluation (section a.), but the results must be provided for sign-off considering the 25°C ambient
temperature. Calculation to adjust to 25°C ambient temperature is acceptable for sign-off.
c. Coolant Circuit Test at Peak Torque
Repeat entire procedure described on section a. at desired ambient temperature 40 ± 5°C for engine peak torque
speed at 100% load. The charge air system evaluation is not required at peak torque speed for vehicle application
sign-off.
NOTE: Charge Air Circuit is not required to be tested at peak torque for sign-off approval.
Test Results:

Engineering Change Log
Owner / Editor Rev. # Rev. Date Description of Revisions
V. Cerabone/ C. Grissom 0 19DEC14 Initial release.
V. Cerabone/ C. Modified Static & Cooling Index Test Procedures
R01 22JUN15
Grissom sections for accuracy and clarity.
V. Cerabone / Jose A. 2017 Annual Review.
R02 30JUN17
Marques Neto
V. Cerabone / Jose A. Format improvement and updates.
R03 30SEP17
Marques Neto
A. Vichare / S. Pham R04 30SEP18 Update cleanliness specs.

Engineering Installation Bulletin: Cooling System

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Engineering Installation Bulletin: Cooling System

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Engineering Installation Bulletin

EIB No. GHG17-MD-EIB-CLG Powertrain System Cooling System

Surge Tank Charge

Figure 1. Vehicular Cooling System Components Overview

Page 1 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

The main components of the cooling charge air circuit are:

Page 2 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

2.1. Cooling Module Installation

2.1.2. Cooling Module Vehicle Mounting

The cooling module mounting depends on vehicle design strategy.

`Engine Mounted Chassis Mounted

Figure 2. Engine Coolant Module Front Mounting Schematic

Page 3 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

 Front to Back: The CAC is mounted in the cooling module in front of the radiator.

2.2. Cooling Fan Installation

Area of Consideration Installation Factors Affecting Performance

Table 1. Installation Factors Affecting Performance

Page 4 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

3.2. Environmental Conditions

3.2.2. Ambient Temperature

Page 5 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

3.2.4. Vehicle Road Load Profile Characteristic (Duty Cycle)

3.2.6. Engine Emissions and OBD Monitors

3.3. Engine & Vehicle Operating Conditions

3.3.2. Cooling System impact on Engine Operating Temperature

Page 6 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

3.3.3. Engine Brake Operation Impact on the Cooling System

3.3.4. Engine Heat Rejection

Page 7 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Figure 3. Coolant Property Diagrams Sample

3.4.3. Water Pump

Page 8 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Minimum Coolant Pump Recommendation

DD8 > 300hp - -

Table 3. DD5 and DD8 Water Pump Options

3.4.4. Water Pump Inlet Housing

Water Pump Inlet

3.4.5. Vent lines

Page 9 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Figure 4. DD5 and DD8 Vent Line Location

3.4.6. Surge Tank

The main functions of the surge tank are:

 Control cooling system pressure variations (Overpressure or vacuum)

Page 10 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Drawdown COLD MIN

Coolant level sensor

Fill line port

Figure 5. Surge Tank Schematic

Total Fill Volume Requirement

Surge Tank Expansion and Deaeration Volume Requirement

Expansion Volume Deaeration Volume

Page 11 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Coolant Recovery Tank Functionality

Figure 6. Coolant Recovery Tank Schematic

3.4.7. Surge Tank Coolant Level Sensor (CLS)

Page 12 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

CLS Part Number Mounting Thread

3.4.8. Surge Tank Pressure Cap

Page 13 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

Figure 9. Pressure Cap Valve Functionality Schematic

Page 14 of 43 DETROIT Confidential GHG17-MD-EIB-CLG_R04

3.4.9. Surge Tank Fill Cap

3.4.10. Surge Tank Fill line (Shunt Line)